THE UNIVERSITY

OF ILLINOIS
LIBRARY

621.05
LOC
T.I2.

ENCiNEERINC

tlBRARy
 : .

. . . THE . .

XOGOMOTIYE
]V[AGAZINE

Volume XII.

January-December, 1906.

LONDON

THE LOCOMOTIVE PUBLISHING COMPANY, Limited,

3, Amen Corner, Paternoster Row, E.C.

 L OC

INDEX TO VOLUME XII.

PAGE PA«E
PLATE. Buenos Ayres and Rosario Railway, Bogie Six-coupled Two-
cylinder Compound Locomotive No. 286 . . . . . . 76
North Eastern Railway, Four -cylinder Compound Express Bushes, Coupling Rod, Figs. 1-7 .. .. .. .. 64
Locomotive, No. 730 To face 73 Caledonian Railway
Six-coupled Bogie Express Locomotive No. 903. . . . 108
New Six- wheel Bogie Train used on Edinburgh-Glasgow
ILLUSTRATIONS. Service . . . . . . . . . . . . . . 142
Six-coupled Bogie Goods Locomotive No. 918 . . . . 147
Alsace-Lorraine State Bail ways Diagram of Six-coupled Bogie Goods Locomotive No. 918 147
Six-wheels Coupled Bogie Tank Locomotive " Amanda " 28 Six-coupled Bogie Mixed Traffic Locomotive No. 908,
Decapod Goods Locomotive " Eolandseck" . . . . 29 " Sir James King " . . . . . . . . . . 201
American Locomotive Boilers Diagram of Six-coupled Bogie Mixed Traffic Locomotive
—
Fig. 4 Modem Wootten Firebox ..
. ..
. .. 23 No. 908 201
,, —
5 Cross Section and Elevation of Firehox. . . . 23 Campbeltown and Machrihanish Light Railway
,, —
6 Earlier Pattern of Firebox .. .. .. 23 Six-coupled Radial Tank Locomotive " Argyll " . . , , 100
,, 7—Wide Firebox 24 Locomotive " Argyll" and Train . . . . . . . . 173
,, 8—Wide Belpaire Firebox 24 Locomotive " Argyll " and Train at Machrihanish Ter-
,, —
9 Modem Boiler with Belpaire Firebox .. .. 24 minus . , . . . . . . . . . . . . 174
Antofagasta (Chili) and Bolivia Eailway Passenger Car .. .. .. .. .. .. 174
Eight-wheels Coupled Locomotive No. 78 " Uyuni " . . 138 Interior of Car .. .. .. .. .. ..175
Six-wheels Coupled Trailing Bogie Tank Locomotive Cantabrian Railway ''Spain), Metre Gauge 2-4-2 Tank I^oco-
No. 3 " Mejillones " 138 motive " Cabra " .. ., .. .. .. .. 119
Austrian State Eailways Cape Government Railways
Ten-coupled Golsdorf Compound Goods Locomotive . . 63 Steam Rail Motor Coach . . . . . . . . . . 35
Ten-coupled Two-cylinder Compound Goods Locomotive Six-coupled Bogie Locomotive for 2-ft. Gauge . . . . 59
No. 180.117 77 Ceinture Railway, Paris, Eight-wheels Coupled Bogie Four-
Four-cylinder Golsdorf Compound LocomotiveNo. 180.22 121 cylinder Compound Tank. No. 4005 ,. ., 38
Diagram of Four-cylinder Compound Locomotive 121 . . Central South African Railways
Innsbruck Express leaving Feldkirch . .200. . . . No. 603 4-6-2 Locomotive 9th Class 12
Axleboxes, Causes of Heating . . , . . . 62. . . . No. 650 4-6-2 Locomotive 10th Class . . . , . . 12
Bavarian State Railways No. 729 2-8-2 Locomotive Uth Class . . . . . . 12
Consolidation Locomotive .. .. .. .. ..119 No. 601 4-6-2 Passenger Locomotive 9th Class with Local
Steam Rail Motor Coach 208 Train .. 13
Belfast and County Down Railway, Steam Rail Motor Coach Cramp Used for Replacing Springs in Position .. .. 195
No. 3 184 Cork, Bandon and South Coast Railway Ten-wheels Tank
Belgian State Railways Locomotive, No. 11 .. .. .. .. .. ,. 131
Four-coupled Bogie Passenger Locomotive Type 18 6 . , Cridland's Smoke Deflector as fitted to Great Northern Rail-
Six-coupled Goods Locomotive Type 32 . . 7. . . . way Atlantic Locomotive No 1410. .. .. .. .
67
—
Fig. 3
— Six-coupled Bogie Passenger Locomotive, Tj'pe 35 44 Dublin, Wicklow and Wexford Railway
,, 4 " Atlantic " Type Four-cylinder Compound .. 45 Four-coupled Bogie Passenger Locomotive No. 67 .. 55
,, —
5 Six-coupled Regie Four-cylinder Compound, Steam Rail Motor Coach No. 1 184
— .
. . . . . . .

Types .. .. .. 45 East Indian Railway

,, —
6-7 Six-coupled Bogie Four-cylinder Simple 94 . . Six-coupled Bogie Express Passenger Locomotive . . 93
,, 8-9— Details of Do 95 Diagram of Six-coupled Bogie Express Passenger Loco-
—
„ 10-11 Six-coupled Bogie Four-cylinder Compound, motive . . . . . . . . . . . . . 93
—
.

Tj-pe 19 . . . . . . 148 Erie Railroad Proposed Four-cylinder Compound Freight

,, —
12 Six-coupled Bogie Four-cylinder Compound, Locomotive . . . .. . . . . . . . 209
Glasgow and South Western Railway —
. .

Type 19 Bis 149

„ 13—Ten- wheel Side Tank, Type 15 202 Six-wheels Coupled Locomotive No. 365. . . . 190
—
. .

,, 14—Eight-coupled Side Tank, Type 23 .. .. 202 Gothard Railway Six-coupled Bogie Locomotive No. 228
Blakesley Hall Miniature Railway and Train of New Carriage Stock., .. .. .. 156
Steam Locomotive and Train . . . . 78. , . . Great Central Railway
Miniature American Type Locomotive . . 78, , . . Three-cylinder Compoimd Atlantic No. 258 . . , . 1
Motor Engine " Petrolia " and Goods Train .. .. 78 Sheffield Non-stop Express Train Passing Chorley Wood,
Private Station adjoining East and West Junction Metropolitan Railway . . . . . . . . . . §7
Railway, Blakesley . . , . . . 78. . . . Six - Coupled Bogie Passenger Express Locomotive
C. W. Bartholomew, Esq 79 No. 1097 " Innningham " .. ., .. 145
Bombay, Baroda and Central India Railway Steam Rail Motor Train . , . . . . . . . . 199
New Stiindard Locomotive used on Eoyal Train 14 . . Great Eastern Riiilway
View of Royal Train, taken from the Cab of Leading Driver's Combination Regulator Handle for Operating
Engine .. .. .. .. .. .. .. 14 Steain Sanding Gear . . . . , . . . . . g
Bradford Corporation Ught Eailway, Metropolitan Eailway Arrangement of I'ront and Back Sand Boxes for Steam
Locomotive No. 20, rebuilt as No. 1 " Holdsworth" .. 19 Sanding Gear . . . . . , . . . , .
, '

553459
 — ——————— — — —— — — — — —
71. INDEX.

PAGE PAGE
Great Eastern Eailway— Kalka- Simla Railway
Keimion Dinner of Past and Present Staff . . . . 16 Barogh Station and Tunnel . . . . . . . . . . 9
Cou])led Passenger Locomotive No. 1021 as originally Kalka Station Junction (naiTow gauge train) .. .. 10
Built ".110 The Highest Viaduct on the Line .. .. .. . . 10
Coupled Passenger Locomotive, No. 1021, as rebuilt . . 110 View of Simla from the Railway showing Mountain
1.35 p.m. Yarmouth Expre.ss and 1.30 Woolv^ich Local Road on Right Side of Track . . . . . . . . 11
Train on Bethnal Green Bank ., ., .. 113 Kilmarnock ;md Troon Railway
Five Trains in Motion on Bethnal Green Bank . . . . 113 Branch Line Rail and Chair and Main Line Tram Plate 60
North Country Continental Express Train , , . . 125 Disused Bridge across River Irvine .. .. .. 60
Train Indicator at Liverpool Street Station .. .. 151 Fairlie Coal Ticket for Wagoners . . . . . . . . 61
Locomotives of the Lancashire, Derbyshire and East Coast Railway
Fig. 88— Single Tank Locomotive No. 253 . , . . 21 Bolsover Viaduct ., .. .. .. .. ..193
,, —
89 Single Tank Locomotive No. 258 . . . , 21 Langwith Junction .. .. ,. .. .. .. 194
,, 90— Six-coupled Goods No. 233 .. .. 21 Repairing Shops, Tuxford . . . .... . . . 194
,, 91— Six-coupled Goods, rebuilt, No. 2360 .. 22 Six-coupled Radial Tank No. 7, rebuilt, Class A . . 204
,, 92— Six-coupled Goods, rebuilt, No. 235 .. 22 Six-coupled Tank Locomotive No. 10, Class B . . . . 204
,, 93- Four-coupled Mixed TrafiSc, No. 244 . . 75 Four-coupled Bogie Tank Locomotive No. 16, Class C. . 205
„ 94— Four-coupled Mixed Traffic, No. 243 . . 75 Six-coupled Radial Tank Locomotive No. 26, Class A
,, 95— Single Express, No. 274 165 (with Marshall's Vah e Gear) ..205
Tender Water Scoop Six-coupled Trailing Bogie Locomotive No. 33, Class D 206
Details of Cylinder and Water Scoop . . , , 96 Lancashire and Yorkshire Railway —
Enlarged View of Cylinder . . . . . . . , 96 Four Wheels Coupled Passenger Locomotive, old 49 . .

Tender Fitted with Water Scoop 97 Lent/. Lir.kless Valve Gear

Eight-coupled Goods Locomotive No. 20. .. .. . 207 Six-coupled Timk Locomotive, fitted with .. .. 152
Diagram of Eight-coupled Goods Locomotive No. 20 . . 207 Side Elevation ;niil Cross Section of Valve Rod 152 . . . .

Great Indian Peninsula Railway Longitudinal and Transs'crso Sections of Poppet Valves
Eight-coupled Tank Locomotive No. 322 for the Ghat as adapted to the Lentz Valve Gear 153 . . . , . .

Inclines . . . . . 74
. . . . . . . . . London, Brightijn and South Coast Railway
Diagram of 2-8-4 Tank Locomotive No. 322 .. .. 74 Atlantic Type Express Locomotive No. 37 5 . . . .

Steam Kail Motor Coach 114 Diagram showing Leading Dimensions of Atlantic
Trailer Car for Combined Steam Rail Motor Train, Type Express Locomotive . . 5 . . . . . .

rebuilt in 40 hours .. .. ., .. ..114 Now I'uUman Car Train with Atlantic Type Express
Combination Locomotive & Trailer Coach for Local Traffic 115 Locomotive .. .. .. .. .. .. 51
Great Northern Railway Six-wheels Coupled Goods Locomotive No. 301 91 . . . .

Steam Rail Motor XUoach No. 2, Finchley and Edgware Diagram of Six-wheels Coupled Goods Locomotive 91 . .

Service . . . . . . . . . . . . . . :i6 Front Coupled Express rasscnger Locomotive No. 184,

New Vestibuled Corridor Train for London -Manchester, now re-named " St I'DuiUey " .. .. .. .. 164
Sheffield Service 161 London and North Western Railway
Great Northern Railway (Ireland) Four-wheels Coupled — Three-cylinder Compound Coal Engine No. 1866,
Bogie Passenger Locomotive No. 107 " Cyclone " .. 77 rebuilt as Two-cylinder Simple Engine .. .. 71
Great Southern and Western Railway (Ireland) — New Ten-wheeled Passimger Tank Locomotive No. 528 127
Six-coupled Bogie Locomotive No. 365 . . . . . . 20 Four-cylinder Couipound Mineral Locoi'.iotive, rebuilt,
Four-wheels Coupled Trailing Bogie Tank Locomotive No. 1273 141
No. 83 141 London and Soutli Western Eailway -
Great Western Railway Steam Kail Motor Coach No. 5 . . . . . . . . 18
Four-wheels (Joupled Tank Locomotive No. 457 . . 38 Fig. 49.— Six-coupled Saddle Tank, No. 330 .. .. 40
Single Driver Broad Gauge Locomotive "Perseus" ,, 50. --Four-coiipb il Bo-ie Express No. 358 .. 40
after Explosion of Boiler . . . . . . . . 48 „ 51.— Four-( (m],leil l!(i;iir Express, Rebuilt No. 348 40
Ten-wheels 4-4-2 Tank Locomotive No. 2221 . . . . 53 ,, 52. — Four-wheeled Sliunting Engine No. 109 .. 40
Four-c3-linder Atlantic Type Express Locomotive No. 40 ,, 53 —Four- wheels Coupled Bogie Passenger Tank
Hauling the 11.40 Express Train 105 Locomotive No. 379 . . . . . . . . 89
Four-cylinder Atlantic Type Express Locomotive No. 40 129 ,, —
54 Four- wheels Coupled Bogie Mixed Traffic
Diagram of Four-cylinder Atlantic Type Locomotive Locomotive No. 384 . . . . . . . . 133
No. 40 '. .
'
129 ,, —
55 Four- wheels Coupled Bogie Express Passenger
—
Heating of Big Ends Diagram showing Cross Wind . . 135 Locomotive No. 146 .. .. .. .. 134
Highland Railway Front Coupled Bogie Tank Locomotive No. 59 . . . . 163
Four-coupled Bogie Tank Locomotive No. 25 " Stra'h- Steam Motor Locomotive No. 736.. .. .. ,. 186
peffer " . . . . . . . . . . . . . . 46 Steam Rail Motor, Intermediate Coach a)id Trailer . . 186
Four-coupled Bogie Mixed Traffic Locomotive No 32 . . 98 London, Tilbury and Southend Railway Four-coupled —
Hull and Barnsley Railway Bogie Tank No. 37 " Woodgrange " (rebuilt) .. .. 157
Four-coupled Passenger, No. 33 . . . . . . . . 136 Metropolitan Railway
Four-coupled Passenger, rebuilt, No. 38 .. .. . . 136 The Sheffield Non-Stop Express Train (G. C. Railway)
Six-coupled Goods, No. 17 .. .. .. .. . . 136 passing Chorley Wood ..
. . .. .. .. 87
Six-coupled Goods, rebuilt. No. 13 .. .. 136 Metropolitan District Railway Standard — Coupled Bogie
Hungarian State Railways Passenger Locomotive No. 10, rebuilt .. ., .. 4
Four-cylinder Compound 4-4-2 Express Locomotive Midland Railway
No". 802 183 Three-cylinderCompound Express Locomotive No. 1000 3
India, Royal Visit to, N. W. R. Royal Train 59 Mr. Weatherbum
Portrait of . . . . . . . . 43
" Invicta " in City Moat Garden, Canterbury . . 88 Bogie Tank Locomotive No. 10, Midland and Great
—
. .

Isle of Man Railway Four- coupled Radial Tank Locomotive Northern Joint Railway and Pullman Car now
No. 11 " Maitiand " 209 Working Local Service . . . . . . . . . . 54
Isle of Wight Central Railway Steam Rail Motor Coach No. 1 185 Four-coupled Bogie Express Passenger Locomotive
Jura-Simplon Railway No. 14 (rebuilt). . .. .. : .. ..128
Train with Electric Locomotive attached at Brigue Four-wheels Coupled Passenger Locomotive No. 813 . . 166
Station . . . . . . . . . . . . . . 210 Four-wheels Coupled Passenger Locomotive No. 808
Train with Steam Locomotive attached at Brigue (rebuilt) 167
Station .. .. .. .. .. ,. .,210 Four-wheels Coupled Passenger Locomotive No. 4,
Simplon Route, The, Six Views and Map . . . . 211 Northern C^ounties Committee . . . . . . 203
Six-coupled Double-end Electric Locomotive .. 37 Three-cylinder Compound Express Locomotive No. 1025 181
 —— ——— — —— —
.. . .. , ,
.. .
, — —— — ,, . —

INDEX. iii.

I'AOK

Midland Railway Weighing Machine, Portable, 9 tons . 139

Locomotives at Boulogne 182 Western Railway of France Single Driver — Tank Locomo
Model Railway on Roof of House 120 tiveNo. 0128 118
Motor Road Service for Hungary (Rennrd Petrol) 132 West London Railway — Tunnel under Grand J unction Canal
Motor Goods Train for ordinary roads (Renardj 132 at West Ijcmdon
J unction . 01
Neath and Brecon Railway Six-coupled Radial — Tank —
Wcstphalian Railway Ten -wheels Coupled
"
Tank Locomo
Locomotive No. 11.. 213 motive " Kanip 90
Newcastle and Carlisle Railway Wheels and Axles, Tjocomoti .'e
Four-coupled Locomotive No. 2, " Comet" 160 Mg. 1 116
Facsimile of First Ticket issued . 172 „ 2 117
North British Railway „ 3 117
Six-coupled Tank Locomotive No 108 39
Bogie Tank Locomotive No. 79 at the Jubilee of the
Selkirk Railway 82 ARTICLES (Serials).
Six-conpled Goods Locomotive No. 329 . 130
Atlantic Passenger Locomotive No. 868 " Aberdonian
"
130
American Locomotive Boilers (Concluded from p 198,
Elevation of New Block Train, Aberdeen Service
vol. xi.) . , . , 22
109 ,

Belgian State Railways, Recent Locomotives of the

End view of Atlantic Express No. 868 " Aberdonian " . 192
North Eastern Railway 6, 44, 93, 148, 202

Locomotive Running, five views Great Eastern Railway, The Locomotives of the (Continued
. . . . . 57
Diagram of Four-cylinder Compound Atlantic Locomo- from p. 189, vol. xi.) 21, 75, 105
tive No. 730
Great Indian Peninsula Railway, New Locomotives for the
73
Northern Pacific Railway
. . .

—
Prairie " Type Locomotive
'
'
. , . . . . . .

73, 114
No. 2378 Lancashire, Derbyshire and East Coast Railway and its
212
North Western Railway of India, Royal Train Locomotives . . . . 193, 204
. . . , . . . .
59
Steam Rail and Motor Coach Locomotive Shops, The Arrangement of 50, 92 . . . ,
155
—
Northem Railway of Spain Paris-Madrid Express, Irun London and South Western Locomotives, The History of the
39, 89, 133
Station . 107
—
North Staffordshire Railway Express Passenger Locomotive Metropolitan District Railway, Steam Locomotives of the
(Concluded from p. 206, vol. xi.) .. .. .. .. 3
No. 19 23
Oil Grooves, The use of. Figs. 1-7
Reminiscences, More Railway .. .. .. 65, 159, 172
42
Slide Valve Setting 169, 187
Ottoman (Aidinl Railway
Four- wheels Coupled Passenger Locomotive No. 15 Weighing Locomotives ., ,. .. ., .. Ill, 139
(No. 2 Class) 168
Six-wheels Coupled Goods Locomotive No. 41 (No. 4 ARTICLES.
168
Four-wheels Coupled Bogie Passenger Locomotive Alsace-Lorraine State Railways New Locomotives — . . . . 28
No.
(No..ilClass) .'5
169 —
Antofagasta Railway New Narrow Gauge Locomotives . . 137
Portuguese State Railways Meyer Four-cylinder — Compound Austrian State Railways
Locomotive No. 403 140 Compound Ten-coupled Locomotive . . . . . . 63
Rail Loader in First Position 69 Compound Goods Locomotive . . . . . . . . 77
Rail Loader in Operation 69 Four-cylinder Compound Atlantic Locomotive . . . . 121
Relic, ARailway . 88 Axleboxes, The Mechanical Causes of Hot . . . . . . 62
SchuU and Skibbereen Light Railway Ba^'arian State Railways— Steam Rail Motor Coach . . . . 208
Four-coupled Tank Locomotive No. 3 as originally built 150 Big-ends, Heating of . . . . . . . . . . . . 135
Four-co\ipled Tank Locomotive No. 2 (rebuilt) . 150 Blakesley Hall Miniature Railway . . . . . . . . 79
Four-coupled Bogie Tank No. 1 " Gabriel " 151 Boardite Wheel Centre Tests . . . . . . . . . . 175
Shanghai-Nanking Railway Boiler Explosion, A Broad Gauge . . . . . . . . 48
Four-coupled Bogie Passenger Locomotive 47 Bradford Corporation Nidderdale Light Railway . . . . 19
Six-coupled Bogie Radial Tank Locomotive 47 Buenos Ayres and Rosario Railway, Compound Locomotives
Contractors' Six-coupled Tank Locomotive 101 for the . . . . . . . . . . . , . . . . 76
Slide Valve Setting Bushes, Coupling Rod , . , , . . . . . . . . 64
Figs. 1-2 170 Caledonian Railway
„ 3-4 171 Six-coupled Bogie Express Locomotive , . . . . . 108
,, 0-7 . . . . . . . . . . . 187 Six-coupled Bogie Goods Locomotive . . . . . . 147
„ 8-11 188 Six-coupled Bogie Mixed Traffic Locomotive . . . . 201
Sligo, Leitrim and Northern Counties Railway
Six-coupled — Campbeltown and Machrihanish Light Railway
Trailing Bogie Tank I^ocomotive " Sir Henry " 99 Six-coupled Tank Locomotive .. .. ,, 100,173
South Eastern and Chatham Railway Four-coupled Bogie — Canterbury and Whitstable Railway . . . . . . . . 121
Express Locomotive No. 273 17 Cape Government Railways Narrow Gauge Locomotive — . . 69
Stockton and Darlington Railway Central South African Railways .. .. .. .. . . 13
Sectional Elevation and Plan 26 Cork, Bandon and South Coast Railway, Ten-wheel Tank
Coupled Bogie Express Locomotive No. 238 27 Locomotive . . . . . . . . . . . . . . 131
Swiss State Railways— Deflector for Locomotives, Smoke . . . . . . . . 67
Ten-wheels Four-cylinder Compound Passenger Loco- Dublin, Wicklow and Wexford Railway —New Locomotive . . 55
motive No. 704, Class A* 80 Duke of Portland's Tramway, The 60
Mogul Locomotive No. ISOl, Class Bf, with Schmidt East Indian Railway Express Locomotive . . . . . . 93
Superheater 80 Economy, Locomotive . . . . . . . . . . . . 29
Mogul Locomotive No. 1707, Class B| .. 81 Ejector, New Combination ... .. .. .. .. 31
Viaduct near Lausanne 81 Erie Railroad, Mallet Compound Locomotive . . . . . . 209
Geneva Fast Train . 81 Explosion, A
Broad Gauge Boiler . , . . . . . . 48
Consolidation Locomotive, Class C*, No. 2713 99 Firing, Locomotive, Past and Present . . . . . . , . 66
—
Taff Vale Railway Steam Rail lilotor Coach No. 16 185 Football Specials 86
Trolley for Buffer Beams 214 Glasgow and South Western Railway Goods Locomotive — . . 190
Vacuum Brake Valve, New Automatic. 176 —
Gothard Railway New Locomotive and Train . . . . 156
—
Vacuum Brake Company New Combination Ejector 30 Grantham Disaster . . . . . . . . . . . . 165
Water Gauge, A N("w 158 Great Eiistern Railway
Weatherbum, jMr. R., M.Inst.M.E 43 Steam Sanding Gear . . . . . . . . . . , . 6
Weighbridge, Locomotive, with Ten Separate Tables HI Reunion Dinner of Locomotive Department . . . . 18
 —— —— ——— — —— — .. .. .. . . . ... .. . .. — —— , . .. —
.
. .. ..
,
.

IV. INDEX.

PAGE
Gv(!at Eastern Railway Trochometer, The. . 172.

Tender Water Scoop . . 96 . . . . . . . . Trolley for Buffer Beams . 214 .

Rebuilt Locomotive .. .. .. .. .. ..110 Vacuum Brake, Rapid-Acting . .. 176

Traffic on the 112 Water Gauge, A New . 158.

Eight -coupled Goods Locomotive 207 . . . . . . . . Water Scoop, Tender (Great Eastern Railway) 96
Great Indian Peninsula Railway, New Locomotives for the 73, 114 Weighing Locomotives 1 11, 139
—
. . . . . . . . . .

Great Northern Railway (Ireland) Passenger Locomotive 77 . Western Railway of France, Old Locomotives on the .. 117
Great Southern and Western Railway West London Railway . 61
Ten- wheeled Goods Locomotive
Bogie Tank Locomotive
20
140
Westphalian Railway Decapod Tank Locomotive — . 90
Wheels and Axles, Locomotive .. 115
Great Western Railway
Foiu'-cylinder Atlantic Locomotive 129
Highland Railway REVIEWS.
New Tank Locomotives 46
Bogie Passenger Locomotives 98 Bagnall, W. G., Ltd .. 97
—
Hull and Barnsley Railway Rebuilt Locomotives 137 Baker, Edward, Catalogues, &c. .. 67
Hungarian State Railways Brush Electri<-al Engineering Co., Ltd., Loughborough .. 67
Ten-wheel Compound Locomotive 183 . Canada, A Tour Over the Pioneer Railway of 52
Indian Locomotive's Crow, An .
155 Consett Iron Co., Ltd. 52
India, The Royal Visit to 14 Ch(!mistry of the Materials of Engineering, The . . 101
Indian Mechanical and Skilled Labour Market 190 East Indian Railway, History of the . . . 142
Injector Faults and Failures 51 Kiiiinont Engineers .. 67
Isle of Man Railway, New Locomotives 208 Empire Roller Bearings Co., Ltd., Contracts 51, 101 .

Jubilee of the Selkirk Railway .

82 Engineering Mathematics Simply Explained 31 .

Kalka-Simla Railway of India .

9 Engineer's Pocket Dictionary 52 .

Krauss Locomotive No. 5000 119 Escher, Wyss & Co., Catalogue. .. 67
Lamp, Electric Signalling 70 Evolution of the Locomotive Engine 122 . . .

Lancashire and Yorkshire Railway, Old Passenger Engines 49 Foiir Welsh Spas . . 101 . .

Lent/, Linkless Valve Gear, The 152 Dictionary of Engineering Terms in English and Spanish 142 . .

Locomotive, Erecting a .
153 Historic Locomotives .. 197
London and North Western Railwaj' Injectors Their Theory, Construction and Working
: ., 67
Rebuilt Mineral Locomotive 141 Kynoch, Ltd., Catalogue.. .. 67
London Brighton and South Coast Railway Locomotive Actuelle, La.. . . 149
Atlantic Passenger Locomotive 5 Locomotive Handbook, 1906 .. 67
New Goods Locomoti^'es 91 London and North Western Railway . .. 67
London, Tilbury and Southend Railway- Mechanical World Pocket Diary and Year Book, 1907 .. 197
Rebuilt Locomotive .
157 Modern Gas and Oil Engines .. 197
Lubrication 82 Modern Steam Road Wagons . . 101
Metropolitan Railway (Paris) Compound Tank Locomotive . 38 North Eastern Railway, Locomotives of the . 13
Midland Railway Practical Dynamo and Motor Construction 52
New Three-cylinder Compound Express Engines 3 Practical Engineers' Electrical Pocket Book and Diary .. 214
The " 800 " Class 166 Pattern Making, Practical .. 67
Miniatm-e Railwaj% Blakesley Hall 79 Recent Construction, Records of .. 52
Neath and Brecon Railway, Six-coupled Radial Tank Loco- Robert Stephenson & Co., Ltd. . .. 214
motive 213 Royal Train, A . .. 122
North British Railway- Samuel Smiles, Autobiography of 31
Tank Engines 39 Swingle's Modern Locomotive Engineering Handbook .. 52
Abei'deen Service 109 Technological and Scientific Dictionary, Part XlT. . .. 52
New Locomotives . . . . . . . . .
130 Technological and Scientific Dictionary, Part XIII. . . . 142
Atlantic Locomotives 192 Technological and Scientific Dictionary, Part XIV. . .. 171
Northern Counties Committee (M.R.), Old Locomotive 203 Theta-Phi Diagram Practically Applied to Steam .. 214
North Eastern Railway Through Scotland . .. 97
Locomotive Running 57 Whitby and Pickering Railway, History of the .. 142
Four -cylinder Compound Locomotive . 73
Northern Pacific Railway, Prairie Type Locomotive . 212
North Staffordshire Railway
Express Passenger Ijocomotive 25
North Western Railway of India
155
Steam Rail Motor Coach
Oil Grooves 42 Carriage and Wagon Department.
Ottoman (Aidin) Railway, Locomotives of the 168
Portland's Tramway, The Duke of 60
Portuguese State Railways
Meyer Compound Locomotives 140 ILLUSTRATIONS.
Rail Loader, A New 69
Railway on a Roof, A 120 Belgian State Railways
132 First-class Vestibuled Corridor Carriage .. .. 215
Renard Road Train, The . .

Schull and Skibbereen Light Railway 150 Birmingham Corporation

Selkirk Railway, Jubilee of the .
82 Steel Double Hopper Wagon 34
Shanghai -Nanking Railway, Locomotives for the . 47 Borsig Carriage Cleaner at Work . . . . . . . . 158

Contractors' Tank Locomotive 101 Borsig Carriage Cleaner Fitted-up inside Covered Wagon . . 159

Simplon Tunnel Railway, Electrification of the 37, 210 Buenos Ayres Great Southern Railway
Sligo, Leitrim and Northern Countijes Railway 99 End View Cattle Wagon 123
27 Cattle Wagon 123
Smoke, The Prevention of ,

South African Railways .

, 120 Forty Tons Covered Goods Wagon . . . . . . 124

Spring Cramp . . .
, 195 Caledonian Railway
Steam Rail Motor Coaches , 184 New Six-wheeled Bogie Train, Edinburgh- Glasgow
Service 142
Stockton and Darlington Railway—Express Engine 27 . . . . . . . . . . ' • • • •
.

79, 98 Van for Motor Car Traffic 144

Swiss State Railways, New_Locomotives
 — ———— —— ——

INDEX.

PAGE PAGE
East Coast Joint Stock- North BritishRailway Mineral Wagon — 104 . . . . . .

Sleeping Car Built by the North Eastern Railway . . 15 Steam Heat Trials . . 34 . . . . . . . . . .

VesHbiiled Luggage Brake Van . . . . . . . . 85 North Eastern Railway

Electric Signalling Lamp . . . . . . . . . . 70 25-tons (Jo ver(!«l Goods Wagon .. .. .. .. 143
Great Eastoi-n Railway, New North Country Continental —
Peking-Hankow Railway 40-ton8 Bogie Coal Wagon 315 . .

Express Train 125 Roller Bearing, The Hyatt 179

Great Indian Peninsula Unilway Stockholm- Vesteras Bergslagens Railway, Rolling Stock
New Passenger Brake Van . 68 . . . . . . . . . ofthe .. .. ..178
Old Passenger Brake Van . 68 . . . . . . . . . —
Victorian Railways N(iw Interstate Express Carriages 190 . .

New First and Second Class Can-iagu for Service on Mail

Trains . . . . ..177
. . . . . . . .

Interior of Car 177

Great Northern Railway
.. .. .. .. .. ..
PARAGRAPHS.
Thirty -five Tons Open Goods Wagon 85 . . . . . .
Admiralty Contracts for Asbestos Goods . . . . . . 34
New Vestibuled Corridor Train 161 . . . . . . . .
East Coast Joint Stock, New . . . . . . . . . . 143
Great Northern and City Railway, Outside View All- Steel Either Side Wagon Brakes, Trial of 5
Car 32 Great Northern Railway . . .. .. .. .. 34,180
All-Steel Car in course of Construction 33 . . . . . .
Hull and Barnsley Railway . . . . . . . . ..161
Great Western Railwaj% Diagram of Either Side Wagon Brake 124 Kobusch, Mr. George J. . . .. .. .. .. .. 161
Hungarian State Railways, Interior of Invalid's Carriage 198 . .
Midland Railway .. .. 69, 161
London Brighton and South Coast Railway — North British Railway . . . . . . . . . . . 33 .

Composite Coach Designed by Mr. D. Earle Marsh 70 . .

North Eastern Railway . . . . . . . . . . 180
. .

First-class Bogie Brake Carriage 1 02 . . . . . . . .

Roller Bearings . . . . . . . . . . . . 68
. .

Second-class Lavatory Bogie Carriage 102 . . . . . .

Testing Machine, A Large .. .. .. .. .. 70
Third-class Bogie Carriage 102
. . . . . . . . . .
Weatherburn, Mr. R 43, 125
Third-class Bogie Brake Carriage 102 . . . . . . . .
Weighbridges 180, 190
Elevation and Plan of New Pullman Car 33 . . . . . .

London and North Western Railway, Covered Trucks for

Motor Car Traffic 84
^Midland Railway — New First Class Sleeping Carriage 103 . .
NOTES,
—
North British Railway 6 -tons Mineral Wagon 104 . . . .
A Large Testing Machine 70 . . . . . . . . . .

North Eastern Railway 54

Alexandra Docks and Railway . . . . . . . .
25-tons Covered Goods Wagon
. .
143
Bagnall, W. G., Ltd
. . . . . . . .
97
Diagram of Covered Goods Wagon 143 . . . . . .
Baker Street and Waterloo Railway 36
Peking - Hankow Railway, China 40-ton8 Bogie Coal — Barclay & Sons, A
. .

213 '
. . . . . .

Wagon ., .. .. .. .. .. .. 215
55
Barsi Light Railway . . . . . . . . . .

Roller Bearing, The Hyatt

. .

179
Beyer, Peacock & Co., Ltd 2, 88
Signalling Lamp, Electric . . . . . . . . . . 70
Caledonian Railway 2, 17, 72, 88, 97, 146
Stockholm- Vesteras Bergslagens Railway
Campbeltown and Machrihanish Light Railway .. 36, 183
Steam Motor and Car 178
Insijection
Bogie Coupled Passenger Locomotive and Train
. . . . . . .

.
.

. 178
—
Catalogues Pamphlets Trade Notices, etc.—
122, 123, 162, 169, 176, 180
Victorian Railways
Contracts 43, 51, 101
Train of Vestibuled Carriages, Interstate Express . . 196
;Cy clops Steel and Iron Works 213
. . . . . . . . . .

First Class Vestibuled Corridor Caxriage and Luggage

Davies & Metcalfe, Ltd 73
Van 197
Dublin, Wicklow and Wexford Railway 200
East Coast Joint Stock . . . ..143 , . . . . . .

Franco-Spanish Railways 107 . . . . . . . . . .

Furness Railway 146 .

ARTICLES. . .

Great Central and Great Western Joint Railway

. .

54, 107
. . . . . .

.
.

.
. .

Great Central Railway,

Belgian State Railways 1, 18, 35, 71, 87, 105, 127, 145, 163, 182, 199
First Class Carriage . . . . . . . . . . . . 214 Great Eastern Railway 2, 43, 63, 70, 72, 87, 146, 182
. . . .

Birmingham Corporation, Double Hopper Wagon . . . . 34 Great Northern Railway 2, 36, 71, 128, 146, 180, 199
. . . .

Borsig Carriage Cleaning Plant . . .. .. .. .. 158 Great Northern (Ii eland) Railway . 55 .

— New
. , . . . .

Buenos AjTes and Great Southern Railway Wagon Great Southern and Western Railway . . . . . . . . 2
Stock 123 Great Western Railway
Caledonian Railway— Motor Car Van . . . . . . . . 144 2, 18, 35, 53, 72, 87, 105, 107, 128, 145, 163, 182, 199
China, 40-ton8 Bogie Coal Wagon for . . . . . . . . 215 Grinling, C. H. . . . . . . . . . . . . . . 73
East Coast Joint Stock Hammersmith and City Railway . . . . . . 70, 128
New Carriage Stock.. .. .. .. .. .. ig Highland Railway . '
. . '. . . . . . . 72, 127
Luggage Brake Van . . .. .. .. .. .. 85 Hull and Barnsley Railway . . . . . . . . 146, 161
Football Specials . . . . . . . . . . . . . . 86 Lamp Works, A Railway . . . . . . . . ..157
Great Indian Peninsula Railway Lancashire and Yorkshii-o Railway . . . . . . 164, 200
New Passenger Brake Van . . . . . . . . . . 68 Locomotive Stock . . . . . . . . . . . . . . 38
New Carrmgesfor the Mail Service . . . . . . 177 London and North Western Railway,
Great Northern Railway
2, 17, 35, 53, 72, 87, 106, 127, 164, 181, 199
35-ton8 (^pen Goods Wagon . . . . . . . . 85 London and South Western Railway,
New Rolling Stock . . . . . . . . . . . . 161 18, 36, 55, 72, 106, 127, 146, 163
Great Northern and City Railway Steel Passenger Cars — . 32 London, Brighton and South Coast Railway,
—
.

Great Western Railway Either Side Wagon Brake 123

. .
17, 128, 164, 182, 200
Hyatt Roller Bearings .. .. .. .. .. .. 179 Metropolitan Railway .. .. .. .. .. 1,55,72
" Loader," New Riiil .. .. .. .. .. .. 69 Metropolitan District Railway 74, 110
London, Brighton and South Coast Railway Midland Railway .. 18, 35, 54, 69, 71, 106, 128, 181, 188, 199
New PuUmiin Cars . . . . . . . . . . . . 33 Midland Railway Northern Counties Committee .. 171 . .

New Bogie Carriage Stock , . . . . . . . . . io3 Midland and Great Northern Joint Railway 36
London and North Western Railway — Special Covered New Route to Ireland . . 145 . . .... . . . .
Trucks for Motor Car Traffic 84 Noi-folk and Suffolk Joint Railway
. . . .
146
— New Sleeping Carriages
. . . .

Jlidland Railway 103 North British Railway .. . .. 18,33,90,146,200

 . . .

North EasterL Railway 90 164, 180 Southern Pacific Railway

North London Railway 72, 128 Taff Vale Railway
Obituaries . 2, 43, 73, 125, 200 Turbine Locomotive
Railway Club 38, 147 Weatherburn, R. .

Railway Motor f loaches .. 72 Webb, F. W.

Railway, A Relic . 91
Recent Appointments 2, 183
Schnll and Skibbereen Light Railway 55 CORRESPONDENCE,
Slatter, D. G .. 74
South Eastern and Chatham Railway, 2, 17, 36, 1C6, 128, 163, 200 15, 52, 56, 86, 126, 162, 180, 216
 TH6 itOgomoTiQe (pflGflzine

Yol. XII. JANUARY 15th, 1906. No. 161.

RAILWAY^OTES. of the simple engines, these latter can at small

Great Central Ry. — As was
recent issue, Mr. J. G. Robinson is providing for
the express service of this railway a new series
of "Atlantic" type locomotives, of which 12 have
already been delivered by the North British
Locomotive Co., Ltd., whilst 12 are in course of
completion at the railway's own shops at Gorton.
These locomotives are practically identical with
the first G.C.R. "Atlantic" No. 192, illustrated
expense be converted into compounds, whilst on
recorded in a the other hand the compounds can as readily be
reduced to simple working should extended trials
show no advantages to compensate for their
slightly greater initial cost.
The accompanying illustration shows No. 258,
the first of the two compounds, and in addition
to the cylinder dimensions, the following are the
only important differences between these and the
earliest type of *' Atlantic " already referred to :

and described in our issue for Dec. 12th, 1903, heating surface, firebox 153 sq. ft., tubes 1,778
except for a slight increase in the firebox heating sq. ft., total 1,931 sq. ft. boiler pressure 200 lbs.
;

surface, a higher boiler pressure and a certain per sq. in. weight in working order, on bogie
;

Photo hy I I1R1J,-C Vl.INDKK COMI'(HM) " ATLANTIC " LlH OMOTIVK No. 2.)>>, GltKAT CeNTKAL liv. Loco. Pub. Co., Ltd.

accession of weight, and they are also provided wheels 17 tons,on four-coupled driving wheels
with larger tenders. 57 tons, and on trailing wheels 17 tons, total
But as regards two ot the engines built at 71 tons weight of tender, containing 4000 gallons
;

Gorton, Mr. Robinson has instituted an interest- of water and 5 tons of coal, 44 tons 3 cwt.
ing experiment by constructing them as three-
cylinder compounds, having one high-pressure
cylinder below the smokebox, 19-in. in diameter
Metropolitan Ry. —
The steam locomotives,
Nos. and 66 have been sold to
10, II, 12, 13, 15
by 26-in. stroke, driving the leading pair of the Cambrian Rys. No. 14 has been fitted with
coupled wheels, and two low-pressure cylinders a cab, has had the condensing apparatus removed,
outside the frames, 21 -in. in diameter by 26-in. and is now the property of the South Hetton
stroke, driving the trailing pair of coupled wheels. Coal Co., near Seaham, County of Durham.
Otherwise, these engines are identical with the One of the trains of bogie coaches built for the
22 simple engines, and Mr. Robinson has in view Aylesbury service has been equipped for electric
the fact that should an exhaustive test on similar working. The guards' compartments are fitted
traffic show the compounds to have the advantage with the driving appliances for multiple unit
 ":
2 The Locomotive Magazine.
working, and two large plate glass windows
provide a suitable look-out at the ends. The
passenger compartments and side doors remain
unaltered, but " second class " is now labelled
" third." The new style of painting is adopted.
Two of the electric locomotives built for the
Central London Ry. by the General Electric Co.
of America, and removed from service on the
introduction of the multiple-unit motor-driven
trains, are now being used for experimental
purposes by the Metropolitan Ry. at Neasden.
—
Great Western Ry. Five new "Consoli-
dation" locomotives are now out, Nos.28 14-28 18.
Great Eastern Ry. — During the past year
there were built at Stratford Nos. 12 10 to 1219,
six-coupled mineral engines of the 1150 class,
but with Belpaire fireboxes, flat-topped steam
domes and sandboxes for the middle pair of
wheels, placed on top of the framing, the sand
being applied by means of the apparatus described
on pp. 8-9 of the current issue. Also 20 passenger
double-end tank engines of the same type as
No. 781, illustrated on page 7 of our last volume,
of which the lastv 10 have been fitted with con-
densing apparatus.
Great Southern & Western Ry. — Anew
type of express locomotive, having six-coupled
wheels and a leading bogie, is now being built at
Inchicore, Nos. 362-365 being already completed.
London & North Western Ry. The latest —
locomotives of the new " Precursor " type are
Nos. 811 "Express," 117 "Alaska," 127 "Snake,"
229 "Stork," 1301 "Candidate," 1363 "Cornwall,"
1396 "Harpy," 1439 "Tiger," 2037 "Oregon,"
2012 "Penguin" and 2 115 " Servia." There are
now 80 of this type in service. It will be noticed
that the " Teutonics " are now sharing the fate
of the earlier three-cylinder compounds. Two
more of the Ramsbottom 7-ft. 6-in. singles, Nos.
127 "Peel" and 229 "Watt" are also removed
from service, and replaced. No. 3020 " Cornwall
has been withdrawn from service, but it is hoped
that this historic veteran will not be consigned to
the scrap heap.
South Eastern & Chatham Ry. Five more —
bogie passenger tank locomotives are now
running, Nos. 259, 261, 264, 269 and 500.
Messrs. Beyer, Peacock & Co., Ltd. This —
firmis full of work at present, having the follow-
ing orders on hand: six 4-6-0 freight locomotives
with 19-in. by 2 6-in. cylinders, 5 -ft. 8-in. coupled
wheels, and a boiler 5-ft. 6-in. in diameter carry-
;
January 15th, 1906.
ing a working pressure of 200 lbs. per sq. in. ;
for the Argentine Great Western Ry. two side
;
tank 2-6-0 outside cylinder engines and six 2-6-0
tender engines for mixed traffic on the Central
Uruguay Ry.; 30 4-6-0 compound freight engines
for the Buenos Ayres Great Southern Ry. ten ;
4-6-0 "Fish" engines with large boilers, and ten
4-6-0 goods engines of a new type .for the Great
Central Ry. two 4-4-0 express passenger engines
;
for the Great Northern of Ireland Ry. one 4-6-0 ;
tank engine for the Cork, Bandon & S. C. Ry.
and a motor coach for the North Staffordshire Ry.
The firm has recently delivered to the Dutch State
Rys. ten 4-4-0 express engines similar to those
illustrated in our issue for Sept., 1900, but with
xg-in. cylinders and certain modifications in
details.
Steam Rail Motor Coach, G. N. R. On —
page 206 of our last issue one of a series of steam
rail motor coaches for service on branch lines of
this railway was illustrated. The leading dim-
ensions are length over buffers 66-ft. 5^-in.,
:
height from rail level to chimney top 1 2-ft. 6-in.,
extreme width over stepboards 8-ft. loj-in., diam-
eter of cylinders lo-in., diameter of wheels 3-ft.
7-in., total heating surface 505.64 sq.ft., working
pressure 200 lbs. per sq. in., total weight 40 tons
2 cwt, seating accommodation for 57 passengers.
—
Recent Appointments. Mr. Carlton Hurry
Riches has been appointed locomotive super-
intendent of the Rhymney Ry. in succession to
Mr. Jenkins, the change taking effect as from
January ist.
Mr. Surrey Warner, of the carriage department
of the G.W.R., succeeds Mr. W. Panter as
carriage and wagon superintendent of the London
South Western Ry., from January ist.
Mr. George Gillies, chief draughtsman of the
locomotive department, L.B.&: S C.R., retired on
December 31st, and is succeeded by Mr. D. J.
Spidy, his chief assistant.
Following on the death of Mr. Yerkes, Mr.
Edgar Speyer, of Messrs. Speyer Brothers, has
been appointed chairman of the Underground
Electric Railways Co. of London, Ltd. Sir Geo.
Gibb, the general manager of the North Eastern
Ry., has resigned that position, and has accepted
the chairmanship and general management of the
Metropolitan District Ry., and has also accepted
the position of deputy chairman of the Under-
ground Electric Rys.
Obituary. —We
learn with much regret of the
death of Mr. George H. Wall, a member of the
firm of Dewrance & Co., and inventor of the well-
known water-gauge-glass protector.
 January 15th, 1906. The Locomotive Magazine.
Three-cylinder Compocnd Express Locomotivi: Xh.
NEW THREE-CYLINDER
COMPOUND EXPRESS ENGINES,
MIDLAND RAILWAY.
We illustrate herewith one of the ten new com-
pound engines, Nos. 1000 to 1009, recently built at
Derby by the Midland Ry. Co. They are in most
respects the same as the five previous engines
Nos. 2631 to 2635, designed by Mr. S. W. Johnson,
but have several modifications introduced by his
successor, Mr. R. M. Deeley, the chief of which is
an increase in the boiler pressure to 220 lbs. per
sq. in., as against 195 lbs. per sq. in., in the
previous engines. The other modifications are
principally in the external appearance. The
number plate of the engine is on the front of the
•smokebox, the tender being adorned with a hug^
painted number after the American style.
The coupled wheels are y-ft. o-in in diameter
and the cylinders remain as in the 2631 class,
viz. :one h.p. cylinder (inside) 19-in. in diameter,
with two l.p. cylinders (outside) 2 i-in. in diameter,
the stroke in both cases being 26-in. The slide
bars are novel in design, having a section of
form.
The brass beading which has been a feature of
all Midland splashers for the past 30 years has
been replaced by a plain black beading.
The tenders are of latest standard six-wheeled
pattern and contain 3,500 gallons of water. They
are fitted with water pick-up apparatus.
We have receivedfrom the Gloucester Railway
Carriage & Wagon Co. a copy of the "Gloucester Diary"
for 1906. Among the notes for visitors to Gloucester
particulars are included of many features of interest,
including the Severn " Bore," Gloucester " Mop " fair
and the " Festival of the Three Choirs."
3
luuu. Midlanh Ky.
STEAM LOCOMOTIVES OF THE
METROPOLITAN DISTRICT RAILWAY
{Concluded from page 206, Vol. XI.)
Mr. Thos. S. Speck was the locomotive
superintendent from July, 187 1, to December,
1879. He was succeeded by the Hon. S. A.
Cecil, who held the office until December, 1884,
when Mr. George Estall took charge.
Engines Nos. 31 to 48 were built whilst the
Hon. S. A. Cecil was locomotive superintendent,
and Nos. 49 to 54 under the superintendence of
Mr. G. Estall. These had a G. N. type of chimney,
and Nos. 37 to54 had plain brass domes and Rams-
bottom safety valves on the firebox The first 36
engines when rebuilt with new boilers, cylinders,
etc., were given the cast iron chimneys introduced
by Mr. Estall in Nos. 49 to 54. Nos. 25 to 36 were
supplied with steel boilers, carrying a pressure
of 160 lbs., reduced later to 150 lbs. Nos. 25 to 54
from the first had a bridge pipe with small
outlet in the centre, instead of separate straight
pipes from each tank to let the surplus steam
X escape when condensing, as were originally fitted
to Nos. I to 24. All the later engines had
Adams' type bogies, and the first 24 when rebuilt
were also fitted with these bogies in place of the
four-wheeled Bissel trucks originally provided.
Engine No. 53 was fitted to burn liquid fuel gas
works residuals) in 1891, and ran for a time
between High Street and Putney Bridge so
fitted.
The following particulars of the last lot of
engines will no doubt be of interest. The outside
cylinders are 17-in. by 24-in., inclined i in 9,
with D shape slide valves operated by Allan's
straight-link motion. The boiler barrel is lo-ft.
 4 The Locomotive Magazine,
3-in. long, 4-tt. diameter inside and contains 164
tubes, 2-in. in diameter. The firebox casing has
an external length of 5-ft 7-in, whilst the inside
firebox of copper is 4-ft. loi-in. at top, 5-ft. at
bottom and 3-ft. i\h-'vn.. wide at the centre.
The height of the boiler centre trom rail is
6-ft. 7-in. and the working pressure is 130 lbs.
per sq. in. The bogie wheels are 3-ft. in diameter
and the coupled 5-ft. gi-in. in diameter with new
tyres. The boiler has a total heating surface of
903 sq. ft. and the firebox 90 sq. ft., the grate
area being 16 sq. ft. The engine weighs in
working order 46^^ tons, of which 18 tons i cwt.
is on the front pair of driving wheels, 17 tons
12 cwt. on the trailing, and 10 tons 17 cwt. on
the bogie. The height from rails to top of
chimney is 12-ft. 6-in. The boilers are fed by
two gun-metal pumps having a 5-in. stroke.
attached the cross stays and worked by
to
on the driving axle also by a No. 8
eccentrics ; The electric equipment was supplied by Messrs.
Gresham injector under the footplate.
The engines, as well as the carriages, are
equipped with the Westinghouse automatic
brake, but as long ago as 1875 some of the stock
had the Westinghouse non-automatic brake
fitted, as shown in the illustration of No. i on
page 205 of our last volume. The side tanks at-
tached to the framing by brackets are 15 -ft. 6-in
by 3-ft. 2^-in. and carry 1,200 gallons of water.
It may be noted that Nos. i to 24 had narrower
side tanks than the later engines and carried only
about 1,000 gallons. The coal bunker is 8-ft.
7^-in.by 2-ft.by 3-ft. 7}-in. and carries i ton 7 cwt.
The total wheelbase is 20-ft. 9-in., of which the
rigid coupled wheelbase is 8-ft. 10- in. and that
of the bogie 4-ft.
January 15th, 1906.
The engines were latterly painted olive green
without any lining, but until about two years
a.go they were picked out with black and red
lining. The first 30 engines were originally
painted bright green. The large bright brass
dome covers gave the engines a smart appear-
ance, in spite of the fact that they had to work
in the dirt-laden atmosphere of the tunnels.
Since the opening of the Whitechapel and Bow
Ry., three engines of the L. T. & S. R. worked in
the passenger train service over the District Ry.
District engines and trains worked on the Inner
Rail only of the Circle during the steam era, but
their new electric trains work on both sets of lines.
At the end of May, 1 900, an experimental train
was put into traffic on the short loop line between
Earls Court and High Street, Kensington. The
train consisted of two motor coaches, one at each
end of thetrain, and four ordinary bogie carriages.
Siemens Bros, and the cars built by Messrs.
Brown, Marshalls, of Birmingham. A
small
generating station was installed at Earls Court,
the whole plant, which worked quite satisfactorily,
being p^id for jointly by the District and Metro-
politan Railways. The generating plant was
afterwards moved to Alperton.
Mr. Geo. Estall, the engineer and locomotive
superintendent of the line, retired in October last,
and the locomotive works are now being quite
dismantled. A portion of Lillie Bridge yard will
in the near future form the principal depot and
repair shops for the rolling stock of the Great
Northern, Piccadilly and Brompton Electric Tube
Ry., the District Ry. retaining the remainder
for one of their depots.
 1

January 15th, 1906. The Locomotive Magazine,

Atlantic-type Express Locomotive No. 37, London, Brighton & South Coast Ry. Loco, Piib. Co. Ltd,
Photo by

ATLANTIC PASSENGER LOCO- that, in addition, there is some slight modifi-

MOTIVE, L. B &
The accompanying illustration and diagram
show the leading features of the new express
passenger locomotives of the Atlantic type built
by Messrs. Kitson & Co., Ltd., to the designs of
Mr. D. E. Marsh, locomotive superintendent of
the above railway. As can be seen, these loco-
motives, of which five are in course of delivery,
Nos. 37-41, which will be known on the line as
class B5, bear a strong resemblance to the No. 25
class on the G.N.R., and a comparison of the
dimensions of the two classes shows that Mr.
Marsh has, except as regards the cylinder
dimensions and boiler pressure, closely followed
the successful practice with which he was con-
nected before leaving Doncaster. It will be
noticed that L.B.& S.C.R. fittings are introduced,
and
cation of the running plate and of the frames at
S. C. RY.
the leading end, while the overhang behind the
trailing wheels is also greater than in the G.N.R.
design, to allow of a larger cab. The Westing-
house donkey pump is placed below the smokebox.
Two of these fine locomotives have already been
delivered, and the remainder are expected shortly.
One of the five will differ from No. 37 here illus-
trated in respect to the chimney, cab, etc.
Mr. Richard Bell has forwarded us a copy
Amalgamated Society of
of his report to the
Railway Servants on the trials of the Great
Western Ry. either-side wagon brakes near
Dowlais, on Sunday, November 5th. The brake
tried, which is the joint patent of the late
Mr. Dean and Mr. Churchward, appears to have
fulfilled all the requirements of the A. S. R. S.
Committee.

^ Va/ves 3"di3:200/b5 \ |

-7.
Lengtt of barrel: 16
298 Cubes \ \)2i "di'a. /ron with 6 "CoppeA arfireboA end

Heading Surface
136-9 skf
2337 I ..

2973 S ..

CraCeflra: 3/0
Cylinders.

\
Tim/nis '
I

-6:3: s/3:' 6:10:- a:o:

I)iArinA.M showing Leading Dimensions ok Atlantic-type Express Locomotive, London, Brighton & South Co.4st Et.
 . —
The Locomotive Magazine. January 15th, iqo6.

RECENT LOCOMOTIVES OF THE BELGIAN

STATE RAILWAYS.
DuRiNG the ten years from about 1890 to 1900, that is to
say between the completion of the last Belpaire locomotives
and the introduction of the well-known " Dunalastair II. " type
designed by Mr. J. F. Mcintosh of the Caledonian Ry., the
locomotive practice of the Belgian State system showed no
very noteworthy characteristics.
In 1900 three new classes were introduced, respectively,
Type 1 7 of the " Dunalastair II." pattern, Type 30, similar
to the standard Caledonian six- coupled goods engines, and
Type 15, ten-wheeled tank engines. Strictly speaking. Type
17 was introduced two years earlier, for Messrs. Neilson,
-»°
Reid & Co., Ltd., of Glasgow, supplied in 1898, Nos. 241 1-
2415, the five prototypes of a numerous class, which were
illustrated and described in Vol. IV, page 41. It was in
1 900, however, that locomotives of this type were first built on

the Continent, 40 being built in that year bearing Nos. 2463-

2502. These were followed in the same and next year by a
further series of 50, Nos. 2622-2671, making altogether a total
of 95 engines of that class. Of Type 30, which was illustrated
and described in Vol. VI, pages 92-3, no less than 82 were
built in 1900, bearing Nos. 2503-25 14, and 2823-2892. Type 15,
also illustrated and described in Vol. VI. page 12, is repre-
sented by 107 locomotives built during the years 1900-3,
bearing Nos. 25 15-2621. Of the three classes mentioned, the
last is the only one examples of which have been built during
the last two years. The other classes, successful though they
proved, have gradually been replaced on the fastest and
heaviest main line services by more powerful locomotives of
the same general design, particulars of which, with illustra-
tions, we are able to present to our readers through the courtesy
of our valued Brussels correspondent, M. Albert Jacquet.
The express locomotives which have replaced the original
" Dunalastair II." type, and which were illustrated in Vol.
VIII, page 81, are known as Type 18, and form a total of 140
engines differing only in respect to details. They were built
as follows: Nos. 2672-2691 in 1902, Nos. 2692-2721 in 1903,
Nos. 2722-2750 in 1903-4, and Nos. 3190-3200 and 3243-3292
in 1904-5. Nos. 3190 and 3288-3292 are fitted with the
Schmidt superheater, and those built within the last year
have been provided with six-wheeled tenders in place of
those on double bogies, of the Caledonian pattern, which were
previously in vogue. This new tender is now standard on the
system. Fig. i shows an engine of this class, provided with
the Schmidt superheater and the new six-wheeled tender.
There are certain differences between the engines equipped
with superheaters and those without, as the following
tabulated statement will show :
With Without
Superheater, Superheater,
Type 18.
ft. in. ft. in.
Diameter of cylinders 20 19
Stroke of cylinders 26 26
Total wheelbase .
23 lOj 23 6
Length over buffers 32 81 32 4f
Number of tubes, 2-ii in diam. 153 265
Heating surface, firebox 131 sq. ft. 131 sq. ft.

,, ,, tubes .
967 1242 „

total 1098 ,, 1373

Grate area 22.3 „ 22.3 „
 — .

January 15th, igo6. The Locomotive Magazine. 7

In the engines provided with superheaters there are, in

addition to the 153 flue tubes, 18 larger ones of 5 -in. diameter
containing the superheater tubes which have a surface of
263 8 sq. ft These engines weigh 55 tons in working order,
of which total 36^ tons are available for adhesion. In both
descriptions of engines the ordinary Stephenson link motion
is employed, with steam reversing gear as is usual in nearly
all Belgian State locomotives, but they differ as regards the
slide valves, those engines furnished with the superheater
having piston valves, while the others have plain valves. D
Among features common to both classes are Wilson-Klotz
safety valves, pressed to blow off at a pressure of 190 lbs.
per sq. in. Gresham-Craven injectors and compressed air
;

sanding apparatus the quick acting Westinghouse brake,

;

with blocks on all the wheels and steam heating apparatus for ;

warming the train. Engines of this type work trains of from

325 to 375 tons over the sections of the line having moderately
easy gradients at speeds varying from 53 to 59 miles per hour.
A need for greater hauling power has resulted in the
original six-coupled goods locomotives of Type 30, above
referred to, being followed by others of the same general
design, but more powerful. These, which are known as
Type 32 and were illustrated in Vol. IX, page 64, now total
250, their numbers being as follows: 2893-3142, all built
between 1902 and 1904. No. 3143, one of a new series, is
shown in Fig. 2, and is provided with the Schmidt super-
heater, as will be a large proportion of those now in course of
construction. The leading dimensions of the two series are
here tabulated :
With Without
Type 32. .Superheater. Superheater.
ft. in. ft. in.
Diameter of cylinders . 20
Stroke of cylinders 26 26"
Diameter of driving wheels 5 0 5 0
Wheelb^se, leading to driving 7 7 6
. .
6|
,, driving to trailing.. 7 Ss 7 6
total IS 0 15 0
Length over buffers 31 oi 30 2\
Height of boiler centre above rails 8 3§ 7 II
Number of tubes, 2-in. in diam •54 254
Heating surface, firebox 1
19 sq. ft 119 jq. ft.

>, ,, tubes . . 916 U33 „

total 1035 1251
Grate area 27.1;
The superheater tubes
are contained within 18 tubes of 5-in.
in diameter and have a surface of 231.5 sq. it. As in the
locomotives last described, D valves and piston valves are
employed in the ordinary and the superheater locomotives
respectively. The fittings, satety valves and accessories, are
according to Belgian State standards, and they are equipped
with the Westinghouse quick acting brake. The earlier
engines weigh approximately 48^ tons, and those with the
superheater about 5 tons. The tender, which has a capacity
i

for 2860 gallons of water and 7 tons of coal, weighs about 39

tons. These locomotives are employed principally in working
goods traffic on the main lines, where they have replaced the
older Type 25, but they also run passenger trains on the
sections between Brussels and Antwerp, Termonde, Mons,
Charleroi and Tournai, on the Luxembourg line and on heavy
gradients. On account of their greater haulage capacity,
allowing of the despatch of heavier trains, they have effected a
distinct gain in transportation facilities on over-crowded lines.
{To be continued.)
 The Locomotive Magazine. January 15th, 1906.

Driver's Combination Regulator Handle for operating Steam Sanding Gear, Great Eastern Ey.

STEAM SANDING GEAR, GREAT a circular projection E on the lever F engages

EASTERN RAILWAY. in this groove. The steam valve G
is fixed on
the back of the firebox and its spindle is con- H
I The accompanying illustrations show the nected to the lever F by means of the lever J and
method of sanding adopted on the above railway, link K, Steam enters this valve at boiler
whereby a locomotive fitted with this gear can pressure but is reduced before leaving, the reduc-
have sand applied between the wheels and rails tion being adjusted by the screw L. pipe A M
by means of the regulator handle, without having is taken from the valve G
to the reversing valve
to operate a separate lever for the purpose. N, which has two outlets O and P. O is connected
The; following description, in conjunction with to the front sand ejectors by a steam pipe
QQ R
the diagrams, will make the method of working and a three-way piece S, and P is connected to
this gear quite plain to the reader. A
tubular the back sand ejectors TT
by a steam pipe and U
knurled handle Ahaving a flat end B is fitted on a three-way piece V.
a spindle C. A groove D is cut in the end B and The front sand boxes WW
are fitted with traps

Arrangement of Front and Back Sanu-boxi;s loit Stkam Sanding Gear, Great Eastern Ry.
 January 15th, 1906. The Locomotive Magazine.
XX, these being connected to the ejectors QQ by
pipes YY. The back sand boxes ZZ are con-
nected to the ejectors XT in a similar manner.
The function of the reversing valve N is to
automatically regulate the direction of steam
either to the front ejectors QQ or to the back
ejectors TT. This valve is actuated by a sliding
piece (a) which, when moved along by the revers-
ing rod (b), causes the valve spindle (c) to rise or
allows it to be forced down by steam pressure.
When the engine is running in forward gear,
the valve spindle (c) is raised and steam can pass
to the front ejectors ; if the engine is running
backward, the valve spindle (c) is forced down
when the gear is operated and steam then passes
to the back ejectors.
To operate the gear, the handle A is rotated
and motion is thereby transmitted through the
Barogh Station and Tvnnkl, Kai.k a-Simi.a Ry.
levers F and J and the link K to the steam valve
spindle H which is pushed in against steam
pressure and opens the valve G. Assuming the
engine to be in forward gear, steam will pass
along the pipe INI, through the reversing valve
and the pipe R to the ejectors QQ, and will cause
sand to be drawn from the traps XX down the
pipes YY and (dd) on to the rails.
If sand is only required momentarily, as in the
case of starting, the handle A is rotated through
a short distance and sand is applied. Immediately
the handle is free, the valve G automatically
closes and the handle regains its original position.
If, however, sand is required continuously, as
in the case of ascending a long incline, the handle
A is rotated through a slightly greater angle and
becomes locked in that position owing to the
circular projection E on the lever F then being in
9
part of the groove D. The lock is sufficient
(e)
to hold the steam valve G
open as long as
necessary, but the handle is easily unlocked at
will by rotating it in the opposite direction.
THE KALKA-SIMLA RY., INDIA.
Simla, the headquarters of the Government of
India during the hot weather, is situated among
the foot-hills of the Himalayan Mountains at an
altitude of 7,116 feet, and until November, 1903,
it relied upon " tongas " or country carts for
communication with the outer world. Now, all
this is altered, and the railway here described
connects Simla with the trunk railways of India
via Kalka, the terminal station of the East Indian
and Great Indian Peninsula Railways.
The line is laid to a gauge of 2-ft. 6-in., and is
single track throughout, the rails weighing
41 lbs. per yard. The total length is
59^ miles,
and many difficulties were met with in its
construction, necessitating some ingenious and
N exceptional examples of the railroad builders'
skill.
On leaving the Kalka junction station, where
the broad gauge trains stop, the line almost
immediately commences to ascend the spurs of
the mountains with a gradient of i in 33, taking
all the turns continuously and without any rever-
sing until Simla is reached. The spurs are for
the most part of a favourable nature, and are
taken advantage of when they lie in the right
direction, but where they do not, tunnelling has
to be resorted to. The ridges are connected by
" saddles " of varying heights, not always pro-
gressive in favour of the ascent, so that the line
The IIuiiiKBT Viaduct on the Line, Kalka-Simla Rv.

January 15 th, 1906.
having topped a ridge has sometimes to descend
however, as the mountains rise, so do the majority
of the " saddles."
At Dhurrumpoor, about the sixteenth mile, the
line proceeds along the side of a spur, runs round
a lap and returns along the same face into the
hollow angle of the hill, where it enters a horse-
shoe tunnel and emerges through a second portal
not far from the point of entrance, continuing its
course for the third time along the same face of
the spur.
In spanning mountain gorges and ravines,
girder viaducts are not employed as a rule, but"
Simla i ihj.m ihe Railway,
masonry structurescalled " galleries." These
resemble Roman aqueducts, consisting of tiers
of arches, rising one above the other until rail
level is reached. They are generally on a curve,
and the curvature is formed by making the piers
wedge-shaped. The retaining walls are made of
dry stone, hand set, of considerable width, vary-
ing from 10 to 15 feet, and bands of masonry
about 2 feet wide are introduced at intervals of
about 5 feet, according to circumstances.
Among the numerous tunnels there are three
of considerable length. The Koti, 2,270 feet, has
;
Ihe Locomottve Magazine,
been driven through a shale hill. Such was the
pressure on the heading timber used during
construction that some of the verticals were
driven 3 inches into the horizontals. The second
tunnel is the Barogh, 3,752 feet in length, driven
through basalt and trap by pneumatic drills. The
Tara Devi, near Simla, is a third, 1,200 feet long.
The line has some beautiful scenery, and its
alignment has been carefully laid and well
studied by the late agent and chief engineer,
Mr. Harrington, who has recently been suc-
ceeded by Mr. J. A. Kellie. The consulting
engineers are Messrs. Duff Bruce & Co.
'.\ llciAi) ii.N lai.lii siiJF. OF Track, Kalka-Simi.a Rt.
There are at present 24 tank locomotives at
work. The coaching stock consists ot 74 pas-
senger cars and 75 goods wagons, all fitted with
the automatic vacuum brake. The carriages and
wagons have a loose wheel on each axle to take
the curves, which are as sharp as 120 feet radius.
The axle carries a ring or collar welded on to it,
the nave of the wheel carries a flange on its inner
face, and this flange is bolted to a washer behind
the collar.
The speed of passenger trains is limited to
15 miles an hour.
 The Locomotive Magazine. January isth, 1906.

No. ()03, 4-6-2 LocoMOTivK, 9th Class, Ckntual South African Rts.

No. 030, 4-6-2 Locomotive, 10th Class, Central South Afuican Rts.
 .

January isth, 1906. The Locomotive Magazine, 13

CENTRAL SOUTH AFRICAN RYS. REVIEWS.

The accompanying photographic reproductions "Thk Locomotives of the North Eastern Rv..
show and more modern examples of the
further 1854-1905." By J. S. Maclean. Newcasile-on-
locomotives supplied to the above system within Tync : R. Robinson & Co.
—
the last two years what is known as the gth The in his jireface states that this book,
autlior
class having been built by the Vulcan Foundry, although only just published, was prepared, to com-
Limited, and the loth and nth classes by the memorate the Jubilee of the North Eastern Ry., in 1904,
North British Locomotive Co., Ltd. The first and he has endeavoured to achieve this object in a work
of 142 pages with 63 illustrations embracing North
two have already been illustrated and described
Eastern locomotives of all descriptions built during the
in our issues for January and June, 1904, res-
last 50 years. The volume teems with interest, as
pectively, but for the sake of continuity, the probably on no railway in this country has such an
leading dimensions may be repeated here, for immense diversity in locomotive types been found as on
comparison with the nth class, which latter the North Eastern Railway, and the contrast between
represents a somewhat startling total of weight the little rear-driver long boiler engine called the
for a railway having only a 3-ft. 6-in. gauge. " Great A" and the mighty Atlantic, shown on page 1 16,

jr

No. 601, 4-6-2 Passknoeb Locomotive, 9th Class, WITH Local Tkain, Cknthal South Ai-iucan Ilvs.

9th Class 1 0 th Class. 11th Class. is indeed striking. Of all the more recent classes full
Cylinders— diameter 18 -in. 18 -in. 20-in.
dimensions and complete lists of numbers, makers'
„ stroke 2f -in. 28 -in 2()-in. numbers and dates are given, tabulated in a convenient
Ft. In. Ft. In. Ft. In.
Botrie wheels —diameter 2 6 2 ^1 2 (i
form for reference particulars of the various alterations
;

Coupled wheels , . 4 9 5 2 4 0 in rebuilding are pointed out, and interesting historical

Trailing wheels ,,
9 6 2 9 2 (i

Boiler barrel —length 12 lOi 18 U 17 8i

details of individual engines are noted. Practically
,, diameter 5 n 4 8 5 33 every class of passenger engine is illustrated, and a
TubPs length between tubeplates
: . . 12 7 18 6.1 18 U
Heating surface— firebox 131 sq. ft. 128 sq. ft. 142 sq. ft. second picture is given where necessary to show
tubes 1350 sq. ft. 1711 sq. ft. 2136 sq.ft.
,, ,,
extensive alterations in a later period of the engine's

Grate area
Total 1481 sq. ft.
21-75 sq. ft.
1842 sq. ft.
35 ,sq. ft.
2278 sq. ft. existence. We
confess, however, we should have liked
37 S(i. ft.
T. C. (1. T. C. (t. T. t. 11.
to have seen the various constituent railways which
"Weight of engine —working order ... GO 7 3 70 12 0 78 16 0 formed the N.E.R., and from which a very varied assort-
"Weight of tender ,
„ 48 18 3 49 7 0 49 7 0
ment of locomotives was received, more minutely dealt
,

Total 109 6 2 119 19 0 128 3 0

with, the reference, for instance, to the Newcastle and
Tender capacity— water 4000 gills 4000 galls. 4000 galls.
,. fuel 10 tons 10 tons 10 tons Carlisle Ry. being very brief, whilst the Blyth and Tyne
Tractive force at 80 per cent. 23646 lbs. 24730 lbs. 34667 lbs.
isnot mentioned although some 40 locomotives were
taken over from the latter Company. As it is, however,
The fourth illustration shows one of the engines an immense amount of labour must have been bestowed
of the 9 th class attached to a local passenger on this work and never before has anything like the
train, trom which the modern character of the same amount of matter concerning North Eastern loco-
rolling stock can be observed. motives been collected together.
 14 The Locomotive Magazine* January isth, 1906.

Nkw '•
Stanhaud " Passenger Locomotive vskd on Royal Train, Bombay, ISaroda & Cf.ntrai, India Ry.

THE ROYAL VISIT TO INDIA

We are indebted to Mr. C. G. Cotesworth,
districtlocomotive superintendent of the Bombay,
Baroda & Central India Ry., for the accom-
panying illustration of one of the locomotives
used on the Royal train during the trip from
Bombay to Baroda and back.
The engine is shown as partially decorated,
but in addition to the brass and white metal
escutcheons of the Prince of Wales' device and
the Royal Arms shown, the former insignia were
displayed, painted and lined, on either side
of the tender, and two draped white ensigns
were also placed on the smokebox front. The
locomotive shown is one of the series recently
built by Messrs. Beyer, Peacock & Co., Ltd., to
the new " standard " designs approved for
general adoption on the State-managed railways
of India. A
full description, with dimensions,
was given in our issue of April 15th, last year.
Vol. XI, p. 61, to which we would refer our
readers.
Before conveying the Royal party, the train
had already made a trial run over the route.
Our second illustration gives a snap-shot taken
from the footplate of the leading engine during
the journey.
W. P. Johnson, locomotive superintendent"
Mr.
of the B. B. & C. I. Ry., rode on the " train
engine, whilst Mr. Cotesworth rode on the first
View of Royal Tbain taken irom the Cab of thf. Leading Engine, onrrino
Bombay, Bauoda & Central India Ry. engine.
 ;

Jai'.u itv 1 5th, lOv.O. The Locomotive Magazine, 15

Sleeping Car built by the N. E. K. Co. at York for the East Coast Joint Service.

NEW CARRIAGE STOCK, E.C.J S. The old goods engine " L'EIephant" is stated in the
reports of the railway to have been built by Stephenson
The new sleeping car shown above represents (makers' No. 100), but in reality was built by the Vulcan
Foundry, as stated by you, and was put to work May st, i

the improvements introduced on the

latest
1835. It was No. 2 in the books of the railway
E.C.J. S. It contains six sleeping berths for first
administration, and had cylinders 14-in. by 18-in., and
class passengers, all single, but with sliding driving wheels 4-ft. 6-in. in diameter. It was scrapped
doors communicating between each pair. Each in February, 844, but some parts of it were used for
1

berth has a lavatory basin with hot and cold building a new locomotive with a new boiler and cylin-
water supply, and a pull-out dressing table ders 1 5-in. in diameter, which only made its appearance
they are wider than usual, and one compartment in 1850 and was scrapped in 1865.
has been fitted with a bed, experimentally. The As to the two models of modern locomotives, one is
doors are louvre-ventilated, and torpedo ex- No. 2672 and the other No. 3201, built by Cockerill in
tractors and electric fans are provided in the 1902 and 1903 respectively. —Yours faithfully,

roof, which is made more roomy by the abolition

Gymn. Str. iin F. Gaiser.
Neustadt a. d. Haardt.
of the clerestory. Dark curtains, wire screens to
exclude dust, and Stone's electric lighting are
among the features. The cars are on standard Steam Locomotives of the M. D. Ry.
frames, with rubber insulation wherever possible,
To the Edit )r of the " Locomotive Magazine.^''
and are provided with Westinghouse and vacuum
brake fittings, automatic couplings and Pullman —
Dear Sir, When the District Company's trains ran
vestibules. The York carriage works of the to New Cross they ran to and from the L. B. & S. C. R.
N.E.R. have also recently built dining cars of a station there, not the S. E. &
C. R. station, which latter
was, and is still, used by the Metropolitan Company's
similarly up-to-date character, and a special
trains.
corridor excursion train. Only engines No. i to 24 originally had a leading
Bissel four-wheel truck, all the others, from the first,
CORRESPONDENCE. had Adams' bogie with a transverse sliding casting
under the centre pin.
Thestatement that engines Nos. 1 to 30 were " all
An Object Lesson on the Belgian State Rys.
alike " should be modified by mentioning that Nos. 25
To of the " Locomotive Magazine."
the Editor
to 30, built in 1876, when Mr. Thos. S. Speck was
—
Dear Sir, The two old model locomotives shown locomotive superintendent, had fireboxes i-ft. shorter,
on p. 214 of your last issue are " Le Beige" (single) tanks \\-\xv. wider, and longer bearing springs under
and " L'EIephant " (four-coupled goods'). As to the the a.xleboxes of the coupled wheels, than engines Nos.
originals of these, " Le Beige " was not built by 1 to 24 (as had also all engines subsequently built).
Stephenson, as was stated, but was the first locomotive These six engines (Nos. 25 to 30) when new had cabs
constructed by John Cockerill, Seraing, and therefore over the whole length of the footplate and coal bunker,
the first locomotive built on the Continent in general. but after some months they were removed at the request
It was put into service on December 20th, 1835, and of the enginemen, wlio said they would rather be
numbered 6 in the books of the railway administration. exposed to all weathers when out in the open than have
Its dimensions and general design were practically to endure the increased heat and want of air under the
identical with those of Stephenson's locomotives cabs when in the tunnels.
delivered to the Belgian State in 1834-5 cylinders
!
All later engines had the top of the weather plate
1 1 -in. by i8-in., diameters of driving and carrying turned backwards for a distance of about i6-in., and
wheels 5-ft. and 3-ft. 6-in. respectively. In 1844 the had a vertical plate about 15-in. high above the back of
cylinders of " Le Beige" were enlarged to 12^-in. the coal bunker, and this arrangement was afterwards
diameter, and in 1858 the engine was rebuilt with adopted on engines Nos. to 30.i —
Youis truly,
cylinders of /5-in. diameter. It was scrapped in 1869. Dec. 27th, 1905. Franks. Hennell.
 —— —

i6 The Locomotive Magazine.

RkUNION DiNNKU 01- i'AST A^I) PllKSKNT SlAFl OF LOCOMOTIVE DkI'AUTMKNT, (jltKA T EasTKUN Kv.

posed by Mr. J. W. Howard,

responded to by Mr. F. V.
Russell.
A
thoroughly enjoyable
evening was spent, and so
greatly was the opportunity
of meeting together appreci-
ated that it was decided to
1 James lloldeu
W. E. Dalbv
11 J. Cookson 21 F. Duee 31 D. Gillies 41 II. W. Drurv
C. make the reunion an annual
2 12 J. Abbott 22 R. L. Scper 32 F. W. Dodd 42 II. Haylock
3 A. .T. Hill 13 A. P. Turner 23 J. B. Corrie 33 C. Watchurst 43 A. G. Herbert event, for which purpose a
4 G. Elliot 14 C.W. L. Glaze 24 T. W. Ford 34 C. Adams 44 Henry Parker
committee, with Mr. James
5 W. Collingwootl 15 A.W. Policy 25 E. F. Ei:iot 35 A. C. Kelly 45 A. P. Parker
6 Geo. Winmill 16 H. Kudland 2G T. 0. Mein 3G L. Simpson 46 W1). Craig
Holden as president, was
7 J. II, B. Jenkins 17 J. C. Mannooch 27 W. I^ickersgill 37 F. V. Russell 47 J. W. Howard
8 E. Winmill 18 C. A. Eobinson 28 R. H. Haylock 38 J. H. Adams 48 G Macallan . appointed to carry out the
9 J. Pollock 19 J. Wilson 29 M. A. Sclaverani 39 J. H. Bowles 49 G. B. Lawrence
10 J. Wild 20 A. Lansdell 30 W. r. Pettic;rew 40 L. Meyrick-Jones arrangements.

REUNION DINNER OF LOCOMOTIVE

DEPARTMENT, G E. R. the locomotive magazine.
No. 161. : Jan. 15th, 1906.
A REUNION of the past and present staff of the LOCOMOTIYE PUBLISHING COMPANY,
PUBLISHKD BY THE
Limited,
locomotive department of the Great Eastern 3, Amen Coknee, Pateenoster Row, London, E.G.
Railway Company was held in the Abercorn Telegrams : Locomotive Magazine, London. Telephone No. 3628 Central^
Rooms of the Liverpool Street Hotel, London, New York—The Deeuy-Collard Company, 256-7, Broadway.
The Angus Sinclair Company, 136, Liberty Street.
on Friday, December 8th, when a company ,,

Paris Ch. Beeanger, 15, Eue de Saints Peres.

numbering 49 sat down to dinner, under the Geneva Georg et Cie, Eue Corraterie.
presidency of Mr. James Holden, M.I.C.E., Antwerp— O. Forst, 69, Place de Meir.
Amsterdam Jacs. G. Robbers, 64, Nieuwe Zijds, Voorburgwal.
M.I.Mech.E., the locomotive superintendent of Bombay — D. B. Taraporevala, Sons & Co.
the Great Eastern Railway. Tokyo — R. KiNosHiTA, 17, TJnemkcho, Kyobashiku.

The toast list included The King, Queen and

:
Subscriptions, ( Ordinary Edition, 3s. per annum, post free,
all parts of tae world Art Paper Edition, 4s. per innum, post free.
Royal Family, proposed by the Chairman " The
t

Great Eastern Railway Company and our Chair- All C01 municn'tons regarding the Puhliahinq and Advert) sements to be
Addressed Th' Minnger, and correspondence relating to Contributions, etc.,
man," proposed by Mr. G. B. Lawrence, to the Editor at 3, Amen Corner. Paternoster Sotv, London, B.C.
Rates f'lr Advertisements can be obtained on application.
responded to by the Chairman " Old ;
Cheques, M -ney Orders, etc., should be made payable to the Locomotiyk
Stratfordians all over the world," proposed by Publishing Co., Ltd., and crossed " London City 4- Midland Sank."
This Maiiazine can be obtained through Newsagents and Bookstalh thravgh-
Mr. A. J. Hill, responded to by Mr. W. F. fiut the World.
Particulars of Back Numbers sent on application.
Pettigrew and " Present Stratford men," pro-
; Complete Lists of Railway Books and Photographs post Jree.
 irOgomoTiQe opflGflzine.

Yol. XII. FEBRUARY 15th, 1906. No. 162.

RAILWAY^OTES. London & North Western Ry. —The follow-

ing are new locomotives of the "Precursor" type
South Eastern & Chatfiam Ry. —The —
recently put into service: Nos. 2576 "Arab,"
accompanying illustration shows one of a new 2577 "Etna," 2578 "Fame," 2579 "Ganymede,"
series of express passenger locomotives now in 2580 "Problem" and 2581 "Peel."
course of construction to the designs of Mr. In our January issue, mention was made of the
Harry S. Wainwright, the locomotive superin- fact that the historic engine No. 3020 "Cornwall"
tendent at Ashford works. They have cylinders had been withdrawn from service. Shortly
igj-in. in diameter, with a stroke of 26-in., and before this final condemnation, however, the old
four-coupled wheels 6-ft. 6-in. in diameter. The engine made a trip to Euston with a relief train.
boiler is provided with a Belpaire firebox and One of Mr. Webb's " Precedent " class is now
has a heating surtace as follows firebox
: being rebuilt experimentally with a leading
136 sq. ft., tubes 1396 sq. ft., total 1,532 sq. ft. ;
bogie, and
the engine thus converted proves suc-
if

the grate area is 21.15 sq.ft. and the working cessful, others will probably be similarly treated.

Fhoti, 1,1/ FouR-corPLEU Bogie Express Locomotivk No. 273, Sovth Eastern & Chatham Ry. I.oco.^Fub. Co. Ltd.

pressure is i8o lbs. per sq. in. Stone's patent
fueleconomiser and spark arrester is fitted. The
tender has a capacity for 3,450 gallons of water
and 4 tons of coal.
Six new steam rail motor coaches are being
built by Messrs. Kitson & Co., Ltd., similar in
general design to No. i, illustrated on page 46
of our last volume, but with sundry minor altera-
tions in details.
—
Caledonian Ry. Six new coupled bogie
locomotives similar to No. 141, illustrated in our
issue of July 15th, 1904, are now out, bearing
Nos. 146-15 1.
London, Brighton & South Coast Ry. —In
our account of the new "Atlantic" type express
engines, illustrated in our January issue, we
omitted to state that these engines are fitted with
the ^uick acting Westinghouse brake, and it will
also be noticed that the brake is arranged to
operate on the bogie wheels.
It should also be mentioned that the spiral
bearing springs of the bogie are fitted with the
Mc.Cord Spring Dampener. Details of this
device were given in our issue of Oct. 16, 1905.
No. 37, the first of the series is now in service,
painted the new standard brown color. The
practice of naming the locomotives on the
Brighton line is to be discontinued in future.
 1 8 The Locomotive Magazine* February 15th, 1906,

Great Central Ry. — The new main
from Neasden to South Harrow stations will be
opened for passenger traffic by a half-hourly
steam rail motor service beginning on March ist.
The Metropolitan Ry. station at Neasden, and
intermediate stations at Wembley and Harrow
Road, Sudbury, be used. The opening of
will
this line will also inaugurate the commencement
of the joint G. C. and Metropolitan workings of
the latter company's line from Harrow to Ayles-
bury. We understand that 15 more engines are
to be stationed at the G.C. sheds at Neasden in
consequence.
London & South Western Ry, —During
the last six months of 1905, the output of Nine
Elms in new locomotive stock comprised the five
large four cylinder six-coupled bogie express
locomotives illustrated in our October and
December issues, five new bogie passenger tank
engines, and four new steam rail motor coaches.
line goods traffic. The goods locomotives will be of
the usual six-coupled type, with cylinders i8fy-in.
by 26-in., wheels 5-ft. in diameter, heating surface
1794 sq. ft., grate area 19.25 sq. ft., and a working
pressure of 180 lbs. per sq. in. The mixed traffic
engines will have four-coupled wheels 6-ft. in
diameter, and a total heating surface of 1760 sq.
ft. New tenders are also being built, to hold
3500 gallons of water and 5 tons of coal.
We understand that tenders are being called
for to supply 14 express passenger locomotives
for the East Coast and Waverley route express
services between Aberdeen and Berwick and
Carlisle respectively.
—
Midland Ry. Mr. E. Talbot, district loco,
superintendent, Normanton, has been appointed
to succeed Mr. R. Weatherburn, district superin-
tendent for London, who retires after more than
30 years' service. Mr. W. L. Mugliston, of
Lancaster, succeeds Mr. Talbot at Normanton.

Stkam Rail Motok Coach No. 5, London & South Westekn Ry.

One of the new steam motor coaches is here Great Western Ry. — Two new "consolida-
illustrated, and it will be noticed that the design tion " mineral locomotives are now out, bearing
is modified from those previously adopted. The Nos. 2819 and 2820. These complete a series of
leading dimensions are as follows cylinders ;
20 locomotives of this type, apart from No. 97,
lo-in. by 14-in., boiler pressure 175 lbs. per the original of the class.
sq. in. heating surface firebox 76 sq. ft., water
;
: On the I ith inst. an interesting run was made
tubes 119 sq.ft., flue tubes 152 sq.ft., total with No. 2806, one of these large mineral engines.
347 sq. ft. grate area 6 J sq. ft.
;
capacity of ;
Starting from Severn Tunnel Junction with a
tank 485 gallons and of bunker i ton, weight of load of 54 coal wagons and a dynamometer car,
coach complete 32 tons 6 cwt. seating accom- ;
a further 1 1 wagons were added at Stoke Gifford.
modation I St:class 8 and 2nd class 32 pas- At Swindon Transfer the train was made up to
sengers, total 40. 100 loaded wagons, with the dynamometer car
next to the tender, and this huge load was hauled
North British Ry. Orders have been placed— to Southall, where some portion was left behind,
with the North British Locomotive Co., Ltd., for and the remainder came on to Paddington goods
ten goods locomotives, and a similar number are yard. The timing of this train, ordinarily the
in course of construction at the Cowlairs shops 7.40 a.m. from Severn Tunnel Jn., was accelerated
of the railway, in addition to 1 2 engines of new throughout, and every care was taken to secure an
design for intermediate passenger and express unchecked run between booked stopping-places.

February 15th. iqo6. The Locomotive Magazine,
THE BRADFORD CORPORATION
NIDDERDALE LIGHT
Pateley Bridge to Angram.
What is known as the Nidd Valley branch of
the North Eastern Ry. commences at Ripley
Junction, 3 miles outside Harrogate, and finishes
at Pateley Bridge, 14 miles away, in the centre
of one of the most picturesque parts of Yorkshire,
as yet practically untouched by railways. Al-
though the N. E. R. terminates at Pateley, the
valley extends many miles further up to the dales.
In May, 1900, an application was made to the
Light Railway Commissioners by " Power and
Traction, Ltd.," in pursuance of the Light Rail-
Photo by Standard METROPoLri A.N Rv. Locomotive No.
ways Act, 1896, for an order to authorise the con-
struction of a light railway of 2-ft. 6-in. gauge
from the Pateley Bridge terminus of the North
Eastern Ry. to Lofthouse, a village some seven
miles further up the Nidd Valley.
The Company (who had the support of the
Bradford Waterworks Committee at their appli-
cation for the order) were unsuccessful in raising
the money as quickly as they had anticipated,
and the Bradford Corporation arranged with
" Power and Traction, Ltd.," for the transfer to
them of their powers with respect to the con-
struction and working of the railway. This order,
entitled " Bradford Corporation (Nidd Valley
Transfer^ Light Railway Order 1904," was passed
on the ist March, 1904. The first sod of the new
line was cut in July, and the works are now being
constructed under these powers. The line of the
—
19
gauge with
railway is
rails weighing 56
laid
per
down
yard.
lbs.
to the standard
RY.
The Corporation are bound to carry passengers
and goods from Pateley Bridge to Lofthouse, but
as Lofthouse is nearly seven miles from the site
of the Angram Dam, river diversion works, etc.,
a carriage road from Lofthouse to Angram has
been made on land bought by the Corporation,
and on one side of this private road the 4-ft. 8|-in.
gauge railway is laid, over which the contractor
for the Angram reservoir is taking and will take
the large amount of materials required for those
extensive works.
In connection with the passenger length of the
railway there are four substantial stations
Pateley Bridge, Wath, Ramsgill and Lofthouse
20, rebuilt as No. 1 " Holdsworth," Bradford Corporation. Loco. Pub. Co.
with houses in connection, and now under con-
struction, and this part of the line will be worked
on the tablet system. The whole of the railway
works are well advanced, and will be completed
in June or July.
To work the passenger service the Bradford
Corporation, on the advice of their engineer, Mr.
Jas. Watson, have purchased two locomotives and
ten four-wheel carriages from the Metropolitan
Ry as well as a number of mineral and goods
,
wagons, brake vans, etc., so that they are fully
equipped for meeting the needs of the districts to
be served, as well as their own w,ants in connec-
tion with the work.
As already noted in these pages, a number of
the steam locomotives used on the " Under-
ground " services of the Metropolitan Ry. have
found new owners owing to the completion of
 —" ;

20 The Locomotive Magazine, February isth iqo6.

most of the electrification scheme on that system. TEN-WHEELED GOODS LOCOMOTIVE,

The two sold to the Bradford Corporation were GREAT SOUTHERN & WESTERN
Nos. 20 and 34, built by Messrs. Beyer, Peacock
& Co. They are now numbered respectively Nos.
RAILWAY.
I and 2 by the Bradford Corporation, and named

" Holdsworth " and " Milner." These engines
have been rebuilt and reboilered during their
working career, and before leaving for their new
work they were fitted with cabs, and the con-
densing apparatus for tunnel work removed, by
the Metropolitan Co. at their works at Neasden.
They have cast iron chimneys and polished brass
dome covers, are painted the Metropolitan Co.'s
standard color of red, but with a darker shade of
yellow lining, with the Bradford coat of arms
We are indebted to Mr. Robert Coey, the
locomotive superintendent of the Great Southern
and Western Ry., Ireland, for the accom-
panying illustration and particulars of a new
type of goods engine recently built at the
Inchicore works of the railway. It is known
as Class No, 365 and has the following leading
dimensions: cylinders i9.|-in. in diameter by
26-in. stroke; diameter of bogie wheels 3-ft. and
of six-coupled wheels 5-ft. ij-in. wheelbase ; :

emblazoned on the side tanks, and brass number
plates on the bunker, giving them a very smart
appearance.
The carriages for the light railway have been
bogie 5-ft. 3-in., bogie centre to leading coupled
axle 7-ft. g-in., leading coupled to driving axle
6-ft. 9-in., driving to trailing coupled axle 7-ft.
9-in., total 24-ft. io|^-in. height from rail to top
;

Tkn-whf.fled Goods Locomotive No. 365, Great Southern A: Wkstkrx Ry , Ireland.

repainted red and lined out in yellow to match of chimney 1 3-ft. 5|-in. diameter of boiler barrel
;

the engines, with " Bradford Corporation inside front ring 4-ft. lo^-in., maximum outside
lettered on the panels. width of firebox casing 5-ft. i-in. internal fire- ;

All the arrangements in re-modelling these box (copper) length 6-ft. 4|-in., width 3-ft. io|-in.,
engines and carriages were made by Mr. T. F. at level of grate height of centre of boiler above
;

Clark, who has just retired from the position of rails 8-ft. 9-in.; working pressure 160 lbs. per
locomotive superintendent of the Metropolitan sq. in. number of tubes 227, length 14-ft. i^-in.,
;

Ry., and he must be congratulated on the neat diameter i|-in. heating surface: firebox 133
;

appearance of the stock. sq. ft., tubes 1,466.75 sq. ft., total 1,599.75 sq. ft.
Mr. Jas. Watson, M.I.C.E., is the waterworks grate area 24.3 sq. ft. weight of engine in
;

engineer of the Bradford Corporation, and we working order 56 tons igcwt. tender: wheels ;

are indebted to him for assistance in writing this 3-ft. 9-in. diameter, wheelbase 12-ft. 4-in.,
article. Mr. John Best, of Edinburgh, is the equally divided capacity 3,340 gallons of water
—
;

contractor. The cost of the railways Pateley 4 tons of coal weight full 35 tons total of
;
;

Bridge to Lofthouse and Lofthouse to Angram engine and tender 91 tons 19 cwt. total length ;

exclusive of land, was about ;^4o,ooo. of engine and tender over buffers 56-ft. 3i-in.
 —

February isth, 1906. The Locomotive Magazine, 21

THE LOCOMOTIVES OF THE GREAT
EASTERN RAILWAY.
{Contimied from page 189, Vol.
Ten single-driver tank engines were put in
hand at the Stratford Works in the year 1854 for
working what was then known as the Tilbury
fullrunning trim these engines weighed 27 tons
2 wheels taking 9 tons 2 cwt.
cwt., the leading
XI.) 3 qrs., the driving 9 tons 2 cwt. 2 qrs., and the
trailing 8 tons 16 cwt. 3 qrs. In Mr. Sinclair's
time a dome was added over the firebox, and
Mr. Johnson fitted the engines with injectors and
his standard pattern of chimney, number plate,
etc. As
thus altered they are shown in
Fig. 89. In 1877 Nos. 255, 258 and 259
were renumbered 2550, 2580 and 2590, and
in 1879 Nos. 250, 252 and 253 had a cipher
prefixed to their numbers. None of this class
were rebuilt, and the following list gives the
dates at which they were turned out new
and withdrawn from service :

Engine No. Date New. Date Scrapped.

250, 0250 Dec, 1854 Dec, 1879
251 Aug., 1878
252, 0252 Dec, 1879
Fig. 88.
253. 0253
25 + Jan., 1855 May, "1873
Fort line, which was opened in that year, and 255, 2550 Dec, 1879
the working of which by the Eastern Counties 256 Feb., "1855 Oct., 187s
Ry. had been arranged for by the lessees, Messrs. 257 April, 1855 Jan., 1876
Peto, Betts & Brassey. These engines were 258, 2580 May, 185 s Dec, 1878
similar in general design to the tank locomotives 259, 2590
previously designed by Mr. Gooch, but were of
increased dimensions they were numbered 250
;

to 259 inclusive, and are illustrated as originally

built in Fig. 88. The cylinders were 14-in. in
diameter by 22-in. stroke, their centres being
5-tt. 1 1 -in. apart. The diameter of the driving
wheels was 6-ft. 6-in., and that of the leading
and trailing 3-ft. 8-in. The wheelbase was 14-ft.
8-in., of this 6-ft. 9-in. separated the leading and
driving centres, and 7-ft. ii-in. the driving and
trailing. The boiler barrel was lap jointed, and
had a length of lo-ft. and an internal diameter
of 3-ft. 6|-in. It contained 164 tubes of i|-in. Fig. 90.

outside diameter, and lo-ft. 3|-in. long. The
firebox shell was 4-ft. 2-in. long and 3-ft. 11 -in.
wide outside, whilst the inner box was 3-ft. y j-in.
The five large Crampton
singles, Nos. 108 to
112 (Fig. 57) having proved unsatisfactory owing
to lack of adhesive weight, Mr. Gooch designed
a class of six-coupled goods engines to take
the boilers of the single-wheelers, these being
almost as good as new owing to the engines
having done but little work. The new goods
engines were built at Stratford works and had
outside bearings they were commonly known
;

as the " Floating Batteries." Fig. 90 illus-

trates one of this class, which were num-
bered 233 to 237. The wheels were 5 -ft. in
diameter spread over a base of 14-ft. 6-in., the
leading and driving centres being 7-ft. 2-in.
apart, and the driving and trailing 7-ft. 4-in.
The cylinders were 15-in. by 24-in., and their
Fig.
centres were 2-ft. bh-'m. apart. In working
long, wide, and had a grate area of
3-ft, \\-\n. order these engines weighed 27 tons 2 cwt. 3 qrs.,
I I.I sq. ft. The heating surface was tubes 772*4
: the leading wheels carrying 10 tons 13 cwt., the
sq. ft., firebox 86-8 sq. ft., total 859-2 sq. ft., and driving 9 tons 18 cwt. 2 qrs., and the trailing 6 tons
the working pressure was 1 20 lbs. per sq. in. In 1 1 cwt. I qr. The tender was on four wheels and
 — ;

22 The Locomotive Magazine* February 15th, 1906.

had awheelbase of lo-ft.
carried 8 tons 19 cwt. 2 qrs. and the trailing 8 tons
1 cwt. 2 qrs. total weight 1 7 tons i cwt. i qr.
;
total of engine and tender 44 tons 4 cwt.
Mr. Sinclair designed new boilers for Nos. 234
and 236, which were constructed by Messrs.
Neilson & Co., and of these the following were
the chief dimensions barrel lo-ft. 9-in. long by
2-in. The leading wheels On October 9th, 1858, at 11.40 p.m., engine
No. 233, driver Henry Ward, when working a
special goods train from Newmarket, collided
with a special horsebox train consisting of 21
vehicles which was standing at Six Mile Bottom,
the guard of the horsebox train, Chas. Titch-
:

3 -ft. ii^-in. diameter inside; firebox shell 4 -ft.

7-in. long by 4-ft. wide inside firebox 4-ft. long ;

by 3-ft. sl^-in. wide, grate area 14 sq. ft.; 160

tubes, external diameter 2-in., length i i-ft. oi-in.,
heating surface: tubes 924*32 sq. ft., firebox
83*72 sq. ft., total ioo8"04 sq. ft. Fig. 91 illus-
trates these engines as rebuilt.
The remaining three engines were rebuilt by
Mr. Johnson with boilers of the following dimen-
sions barrel (telescopic) 9-ft. iir^-in. long by
:

3-ft. lo-in. diameter inside smallest ring, 4-ft. Fig. 92.

diameter inside largest ring height of centre ;

marsh, being killed.Ward was arrested and
line from rails 6-ft. 3-in. firebox shell 5-ft. i|-in. ; committed to the Assizes, but was eventually
long by 4-ft. oj-in. wide inside firebox, length ; acquitted.
at top 4-ft. 4i-in., length at bottom 4-ft. 6-in., f To be continued.)
width at top 3-ft. 5-in., width at bottom 3-ft.
5|^-in., grate area i^-^ sq. ft. 1.57 tubes, external ;
AMERICAN LOCOMOTIVE BOILERS
diameter 2-in., length lo-ft. 3-in. heating sur- ; (Concluded from page 198, Vol. XI.)
face tubes 84i"5 sq. ft., firebox 89"65 sq. ft.,
:

total 93 1 '15 sq. ft. working pressure 140 lbs. per

;
Having dealt shortly with the different con-
sq. in. Mr. Johnson also increased the cylinder structions of barrel, the next consideration is the
diameter in these engines to i6-in., and fitted his arrangement of the firebox. The narrow, or as
standard cab, number plate and chimney. As we should call them, ordinary boxes are of two
thus altered, the weight of these engines was kinds, viz., those which are deep and extend
increased to 27 tons 7 cwt. 3 qrs., distributed as downwards between the frames, and the shallower
follows on leading wheels 10 tons o cwt. 2 qrs.,
: type, which spread laterally above the frames to
the extreme limit available between the tyres of
the wheels, and in the Wootten type sometimes
extend to the extreme width of the engine itself.

A e JL r-ii
With the first arrangement, which is not now so
frequently used as formerly, it is necessary, in
order to obtain a large grate, to arrange for a
very long firebox, with all its inherent construc-
tional and operative disadvantges. It may here
i '9\^ IkuJII 1^ 't^
be mentioned that owing to the thickness of the
bar frames the outside width of such a box can-
not exceed 3-ft. 6-in. and, furthermore, if a large
;

barrel is used the firebox is swelled out of all

Fig. 91.
proportion in the upper parts, having a balloon-
on driving cwt and on trailing 6 tons
10 tons 15 , like appearance and causing very unsatisfactory
12 cwt. shows No. 235 after being
I qr. Fig. 92 stay arrangements.
rebuilt by Mr. Johnson. With the second type a much better-designed
In 1880 these engines were put in the duplicate firebox is obtained, but of course a considerable
list, a cipher being added to their numbers. The amount ot heating surface is sacrificed owing to
following are the dates at which they were built, the decreased depth the grate, however, is more
;

rebuilt and broken up : extensive. It should be noted that this form of

Engine No. Date New. Date Rebuilt. Date Scrapped. firebox is better suited to engines having bar
Aug. 1855 June 1869 1883
frames than to those having plates, although
233 •
• .. Jan.
234 •
• Oct. 1854 . Oct. 1867 . . April 1882 there are engines of the latter description at work
23s •
• Nov. 1855 Dec. 1869 . . Jan. 1883 with this form of firebox. As to which of these
236 Sept. 185s . Oct. 1867 . . Nov. 1884 types of firebox is preferable depends on the
237 •
• Oct. 1854 April 1870 .. Oct. 1883 design and on the nature of the coal to be burned.
 —

February isth, 1906. The Locomotive Magazine, 23

The Belpaire firebox finds great favour on especially where a very low quality of fuel is to
American railways, though in many cases it is be burned. In fact, in anthracite or hard coal
not of the square-topped pattern to which we are regions this type of boiler is practically standard
for heavy engines.
Although this paper does
not purport to deal with the
i development of any class of
boiler, yet such has been the
influence of the Wootten on
boiler design in general that
it may not be out of place to
enumerate its salient char-
acteristics. The essential fea-
tures of the Wootten boiler
are a very wide and shallow
firebox and a combustion
chamber let into the barrel of
Fig. 4. Modern Wootten Firebox.
the boiler. In the earlier
accustomed, all the plates, including the top, design a water leg was formed at the
being curved to a large radius. It is difficult to throat plate, and on this the brick arch was
see the immediate gain in this modification, built this, however, gave trouble, and is now
;

and it is certain thatthe cost of rolling,

drilling, topping, &c., is greatly increased, a
point which in view of the satisfactory service
rendered by the familiar form of Belpaire box,
would seem to outbalance any small advantage,
the difficulties of construction being indicated.
With regard to the second class, namely wide
firebox boilers, these may be clearly subdivided
into two types, those having very wide and
shallow boxes and those with medium width
deep boxes. These two forms are the direct
outcome of the nature of the fuel to be burnt.
The very wide and shallow, or Wootten, box and
its modifications are by no means a recent inno-
vation, having been in use for over 30 years.
They are the result of the necessity for burning
small anthracite or hard coal such as cannot
satisfactorily be consumed on the ordinary grate. Fig. 5. Cross Section and Elev.4tion, Wootten FiitEbux.

In its original form the Wootten box was, as is abandoned. An example of recent design is
usually the case when a breakaway fi-om tradi- given in Figs. 4 and 5. The modified form of
tional lines is made, full of faults, but these were Wootten boiler finds favour among some rail-
way men where the regular type fails,
and in order fully to understand the
modification it is necessary again to
go back to the early history of the
boiler. The combustion chamber was
held to be a disadvantage, and efforts
. were therefore made to abandon it.

Fig. ().— Earlier Pattern,
Wootten Firebox.
rapidly remedied, and to-day this form of box
and its modification, the " radial stayed firebox,"
are important factors in locomotive design,
The
design was got out with a
first
plain firebox tube plate, but owing to
the proximity of the grate to the
tubes, the absence of any brick arch
and the shallowness of the fire, trouble
was caused by cold air drawing through
and entering the tubes, and straining
the plates. To remedy this a com-
promise had to be made between this design and
the Wootten combustion chamber, the result
being a tube plate set a few inches in a throat
 — — —

24 The Locomotive Magazine, February isth, 1906.

plate ;
this, of course, is somewhat more costly Fig.7. The good straight line of both internal
than tha plain plate, but it fulfills the object of and external plates is very noticeable as mini-
stopping the cold air from striking the tube ends, mising stay troubles. This type of firebox is
which are also re- often made with
moved from actual the Belpaire style
contact with fire of staying, and as
(see Fig. 6). It will be observed
should be noted in Fig. 8, the
that owing to the plainness of the
huge grate area, box is often very
amounting in marked. As would
some cases to as be expected, this
much as 75 square form of firebox is
feet, and to the making more pro-
shallowness of the gress than any
fire, a blast pipe other, andhas
of large diameter now reached huge
may be used. The proportions, a
labours of the fire- grate area of 55
man are conse- sq. ft. being quite
quently not so common. It is
arduous as might obvious that such
be imagined. a boiler cannot be
Having reviewed placed over driv-
the regular wide ing wheels of any
and shallow fire- size, and this fact
box, it remains has had a great
only to examine effect on recent
the medium width American loco-
deep firebox. It motive design; in
has already been fact, it has per-
mentioned that haps done more
difiiculties attend to upset a great
employment of a many ideasold
long and narrow Fig. 7. Wide Firebox. Fig. 8. Wide Belpaire Firebox. than any
other
grate, and now feature introduced
that boilers of such enormous power are required in modern locomotive practice. Very long tubes
these difficulties are increased. The Wootten are now in use, reaching to 20-ft., about which
box is not altogether suitable for burning soft or all sorts of evils were prophesied. Such a
boiler
bituminous coal, which has a long and smoky as that described is illustrated in Fig. 9.
flame requiring a In addition to
deep box to burn these most usual
in with a good types of boilers in
combustion space use in America,
between the fire there are others in
and crown. To sufficiently com-
satisfy these re- mon use to justify
quirements boilers brief mention here
are now being The principal is
built having fire- the Belpaire fire-
boxes more or less box combined
square in plan, with the "wagon
being about 6-ft. top" or "extended
or 7 -ft. wide; a wagon top" barrel.
grate area of 45 sq. This combination
ft. or more is thus presents no diffi-
Fig. 9. Modern Boiler with Belpaire Firebox.
easily obtained, culties, and has
and the grate is easily fired by any ordinary some features to recommend it. Another form
fireman as a rule two fire holes are provided.
; isthe adaptation of the Belpaire firebox shell to
A cross section of such a firebox is illustrated by the Wootten box.
 —

February 15th, 1906. The Locomotive Magazine. 25

I
Express Passenger Locomotive No^^ 19, North Staffordshire By.

EXPRESS PASSENGER LOCOMOTIVE, regulation white metal insertions in the brasses,

the bearings are running on a i^-in. white metal
NORTH STAFFORDSHIRE RY. liner. This system was tried about three years
ago, owing to the great trouble from failures
The accompanying illustration, for which and through heating of journals experienced by
the subjoined particulars we are indebted to Mr. Mr. Adams, and he informs us that he has never
John H. Adams, locomotive carriage and wagon since had a failure.
superintendent of the N.S.R., shows a new It is his intention to rebuild more of the old
express passenger locomotive, which takes the passenger engines to the same dimensions as
place and running number of No. 19. In a brief No. 1 9, and all future tenders will be of the new
article on this railway, published in our issue of type here described.
November 7th, 1903, it was pointed out that No.
19 differed from the other standard express Books, Catalogues, Pamphlets, Calendars, etc., received: —
engines on the line in respect to having slightly
larger dimensions. The new No. 19 shows a "The British Railway Outlook," by W.J. Stevens.
London : Effingham Wilson, 54, Threadneedle Street,
still further increase in certain respects, as the
E.G.
following comparison with its predecessor will Interstate Commerce
Accident Bulletin No. 16.
demonstrate. The engine here illustrated has Commission, Washington, D.C., U.S.A. Showing —
cylinders i8-in. in diameter, with a stroke of collisions and derailments of trains during April, May
24-in., in place of the earlier engine's 17-in. by and June, 1905, in the U.S.A.
24-in. The boiler is considerably larger, and The Tramways and Light Railways Association,
carries 10 lbs. more pressure, viz., 160 lbs. per — Official Circular, December, 1905. Price 6d. Clun
sq. in. In consequence of its increased dia- House, Surrey Street, W.C.
meter, the boiler centre is placed 3- in. higher, Charles Winn & Co., Birmingham. Winn's boiler —
or 7 -ft. 9 -in. from the level of the rails. and engine fittings, catalogue D38, 1905.
R. J. Nicholson & Co., 26, Cannon Street, Manchester,
The driving and trailing wheels have the
same diameter as in the previous engine, 6-ft. —Circulars describing the " Ideal " petrol engine, petrol
electric lighting sets for country houses, workshops,
6-in., but have cast steel centres in place of the
stations, etc.
former wrought iron centres. The leading R. Y. Pickering & Co.,Wishaw, N.B. — Calendar,
1906.
wheels are 4-ft. in diameter, as before. Gresham The Consolidated Pneumatic Tool Co., Ltd., Palace
& Craven's combination injectors are provided in —
Chambers, Wectminster, S.W. Calendar, igo6.
place of the old injectors and clack-boxes, and Standard Rolling Stock and Steel Rolling Stock.
the N.S.R. standard steam brake cylinder is used Catalogues published by the Brush Electrical Engineer-
for applying the brake blocks on the engine, and ing Co., Ltd., Loughborough.
a 2 1 -in. vacuum cylinder works the tender brake Peckett &
Sons, Atlas Locomotive Works, Bristol.
Calendar, 1906.
blocks.
The tender of a new design and Andrew Barclay, Sons &
Co., Ltd., Caledonia Works,
is
gallons of water and 4^ tons of coal.
carries 2650
The axle-
—
Kilmarnock. Calendar, 1906.
Sir W. G. Armstrong, Whitworth &
Co., Ltd., Man-
boxes are large and are packed with cotton-waste chester. —
Catalogue of hand-screwing apparatus.
instead of the usual spring pads. A
new feature Herbert Terry &
Sons, Novelty Works, Redditch.
in these tender axleboxes is that, in place ot the Springs and wirework specialities.
 , ;
February 15th, 1906. The Locomotive Magazine.
EXPRESS ENGINE, STOCKTON AND
DARLINGTON RAILWAY.
The subject of our illustration is No. 238,
the first of a series of 7 -ft. i-in. coupled engines
designed by Mr. William Bouch, locomotive
superintendent of the Stockton & Darlington Ry.,
and built at the Company's locomotive works,
Darlington It was completed in December, 1 8 7 1
. control he altered it into a six-wheeled engine
but did not proceed to actual work till the
beginning of the following year.
The bogie wheels were 3-ft. 7 -in. in diameter
and those of the tender 4-lt. in diameter. It will
be observed from the drawing that the outside
cylinders had a diameter of 17-in. with the unique
— —
length of stroke for that day of no less than
30-in. For a period of 30 years no other type of
passenger locomotive in Great Britain has been
furnished with a
stroke of this
length. The boiler
was of Low Moor
iron i^-in. thick,
butt - jointed, and
put together with
inside and outside
hoops and four
rows of rivets. The
total heating sur-
face was 1 2 1 7 sq.ft.,
and the weight in
working order was Coupled Bogie Express Locomotive No.
42 tons. Instead
of the ordinary slide valves, Mr. Bouch determined
to use solid brass piston valves 13-in. in diameter,
which were unfortunately a continual source of
trouble as well as the cause of a considerable
waste of steam.
The expansion of such large and heavy brass
valves produced a great amount of friction, which
had the effect of unduly wearing the links, and
kept the drivers in a constant state of dread lest
they should have to give up their trains through
the valves sticking. Black lead was one of the
many lubricants that were tried, but the results
did not come up to expectation.
Mr. Bouch used every endeavour to make a
success of his piston valves, but the result being
unsatisfactory the engine was facetiously called
" Ginx's Baby."
It should be explained in connection with this
nick-name that in the same year a book on Poor
Law Reform was written by Mr. Edward Jenkins,
then M.P. for Dundee, with the above title and
in the form of a story in which a Mr. Ginx was
at his wits' end with regard to the approaching
advent of his latest offspring, and had already
informed Mrs. Ginx that whether "he were twins,
triplets or otherwise, he would most assuredly
drown him or her or them in the water-butt and
27
take the consequences." The baby was, however,
rescued and after "Philosophers, Philanthropists,
Politicians, Papists and Protestants, Poor Law
Ministers and Parish Officers " had tried their
hands on him, he in despair jumped over old
Vauxhall Bridge into the Thames and was
drowned.
When the locomotive came under Mr. Fletcher's
with 17-in. by 26-in. inside cylinders and ordinary
valves. He did away with the bogie, of which he
not approve, because it was constructed with a
simple cup and ball the bogie pin did not go
;
through the centre of the truck and there were no
means of securing it below. He therefore altered
the frames to allow of a pair of leading wheels
taking its place, which in diameter and every
other respect were the same as in the " Game
Cock" class, illus-
trated on page 148
of our issue of Feb-
ruary 28th, 1903.
In this latter
form the engine
gave every satis-
faction, and when
the S. &
D. en-
gines were incor-
porated with those
of the N.E.R., its
number was al-
238, Stockton & Darlington Ry. tered to 1238.
THE PREVENTION OF SMOKE.
The problem of burning coal in locomotives
without giving off smoke still remains to be
solved numerous inventions and ideas have
;
been tried with a view to stopping the smoke
nuisance, but while they prevent the emission of
smoke to a certain extent they also check the
generation of steam.
Theorists say that smoke is unconsumed fuel,
but in practice we find that a fire is not producing
its maximum steam generation unless it is giving
off a certain amount of smoke. Again, some
theorists say that the stoker should not wait until
the fire is bright before putting fresh coal on but ;
on the footplate it is soon found that unless the
engine is an exceptionally free steaming one the
pressure gauge will speedily show a reduction in
the boiler pressure if this theory be tested
and again, some say that the blower should be
kept on a little, but in these days of heavy loads
and fast timing the driver cannot always afford
to use steam and water in that way.
As a matter of fact, the prevention of smoke
depends greatly upon the carefulness of the men
in charge of the engine, allowing at the outset.
 28 The Locomotive Magazine.
of course, that the engine is in good condition,
free from leaks and blows, with the brick arch
and baffle or deflector plate in good order and the
coal not too poor in quality.
Before starting away with his train, the fireman
should make up a good fire, but not too big, as
by putting on a large quantity of coal just before
starting the fire will probably require breaking
up and it may also be necessary to keep the fire-
hole door shut and consequently dense smoke
will be emitted. The fire should, in fact, be made
up to suit the engine (some work best with a
Weight 22.9.1.
Six "Wheels Coupled Doublk BoffiE
thick fire and some do not) and when it is well
alight but before it has had time to become thin)
( recently put in service on the above-mentioned
the fireman should begin firing little and often, the
coal having been well watered previously and
broken up the firehole door should be regulated
; The 4-6-4 double bogie tank locomotive
so as to admit plenty of air without reducing the
steam pressure, in accordance with the principle
that the more air admitted the better for the
prevention of smoke. The firing should be so
arranged, also, that the fire is well burnt through
by the time the driver shuts off steam at the end
of the trip.
February isth, 1906.
It is with stopping trains in suburban districts
that the greatest care on the part of the engine-
men is called for, but attention to the principles
above-mentioned will generally give satisfactory
results.
NEW LOCOMOTIVES,
ALSACE-LORRAINE STATE RYS.
We are indebted to the builders, the Societe
Alsacienne de Constructions Mecaniques, for the
photographs here reproduced, with dimensioned
^/.7.0. 20./3. 2. ToCa/: 89.9./.
Tank Locomotive '
Amaxda," Alsack-Lorraine Statk Rys.
diagrams, of two powerful types of locomotives
railway system. They are both four-cylinder
compounds on the well-known de Glehn system.
"Amanda" has high-pressure cylinders 340 mm.
in diameter and low-pressure cylinders 530 mm.
in diameter with a stroke of 640-mm., and six
coupled wheels ot 1,650 mm. diameter. It has a
weight, empty, of 65,600 kg., and in working order
of 85,800 kg. (about 84^ tons), and the extreme
dimensions are: length over buffers 13,575 mm.
 a

February 15th, 1906. The Locomotive Magazine, 29

(44-ft. 6j-in.;, extreme breadth 3,050 mm. (lo-ft.j, LOCOMOTIVE ECONOMY.

and height to top of chimney 4,252 mm. (13-ft.
I i^-in.\ vStrict economy has been the order on all
The "decapod," 2-10-0, goods locomotive railway systems of late, and the question arises
" Rolandseck " has high-pressure cylinders whether efficiency is not often sacrificed in order
390 mm. in diameter, and low-pressure cylinders to show the desired economical working, a
600 mm. in diameter with a stroke of 650 mm., sacrifice which in the end can hardly be con-
and ten coupled wheels of 1,330 mm. diameter. sidered real economy.
It has a weight, empty, of 67,250 kg., and in It is remarked that the locomotives of some
working order of 74,750 kg. (about 73^ tons), lines which were at one time noted for their good
and the double bogie tender weighs 21,500 kg. condition and smart appearance are now often to
empty, and 45,300 kg. (about 44^ tons) full. The be seen running about half enveloped in steam
extreme dimensions are length over buffers
: from leaky joints and valves, with knocks and

" Dkcapou" Goods Locomotive "Rolandseck," Alsace-Loiuiaine State Kys.

18,600 mm. (6 1 -ft. oj-in.), extreme width 3,110 thumps from big and small ends, axleboxes, &c.
mm, (lo-ft. 2f-in.), and height to top of chimney All these defects mean considerable loss of power
4,237 mm. fi3-ft. io|-in.). in running, and the driver often has to "thrash"
be seen that both in dimensions and
It will the engine to get the required amount of work
design these are noteworthy types of modern out of his machine, consequently a larger amount
Continental locomotive practice. of coal and water is consumed, with increased
wear and tear.
Messrs. Cassell & Co. have published a Engines are kept running longer now before
new edition of the " Official Guide to the Great being sent into shops for general overhaul and
Western Railway" (is.). It contains a number repair, therefore the renewals required are
of wonderfully useful plans and maps of most ot heavier and more numerous than was formerly
the large towns and places of interest served by the case. Very often an engine that has been
the Great Western line and its connections. out of the shops for some time becomes unfit for
The guide is very fully illustrated and appears to the road, and is put on shunting work —
be quite up to date. practice which can hardly be economical, as an
30 The Locomotive Magazine* February 15th, 1906.
 :
February isth, 1906. The Locomotive Magazine.
engine in that condition is usually extravagant
in comparison with a shunting engine built for
that purpose.
Leaky fireboxes and tubes should not be
allowed to work long without being attended to
by the boiler-maker, as replacing the leakage of
water raises the coal consumption and every drop
of water is often of value in these days of heavier
loads and shortened running times.
Some enginemen are keen on saving oil,
forgetting that a well-lubricated engine runs
more freely than one that does not get sufficient
Good lubrication assists in reducing the coal
consumption ; in fact, to be light on fuel a
driver must keep his engine in as good a con-
dition as he can.
Taking all things into consideration, real
economy goes hand-in-hand with efficiency no ;
matter whether an engine is on express, goods
or shunting work, it must be built of good
material and kept in the best working order to
get the most economical results.
NEW COMBINATION EJECTOR.
Among recent improvements in automatic
vacuum brake apparatus the new ejector and
is
driver's valve illustrated. In the design two
important features have been introduced, viz.
the provision of an auxiliary air valve for gradual
application and " service " stops with " quick
acting " brakes, and the isolation of the steam
valve for the "large" ejector, thereby obviating
any possibility of "drip" water passing to the
main train pipe. The perfect accessibility of all
parts, too, will appeal to practical men.
Fig. I gives a cross section through the body
of the ejector, whilst Fig. 2 is an elevation with
section through the air passages. Fig. 3 is a
section of a portion of the body with cones
removed, and Fig. 4 is a sectional plan.
The main handle (2) which carries the air disc
valve, has attached to it a "grip" for operating
the auxiliary air valve (26), and is also connected
to it by a cross shaft. 6 is the steam valve
for the large ejector. This latter is operated
only whilst the handle is moved between " run-
ning" and "off" positions, and consequently
little wear of the steam valve takes place, an
improvement on the " steam disc " of former
patterns of ejectors.
The small nozzle occupies a position at the
base of the device and receives steam through
the small valve (11). 31 is the release for engine
brakes.
The drawings will enable the details of this
new production of the Vacuum Brake Co. to
be followed, and any further particulars can be
obtained from the makers on application.
31
REVIEWS.
"The AuToii'OGRAPHY OF Samuel Smiles." London:
John Murray. 15s. od. net.
The of an author whose writings have held the
life
attention of thousands of readers, and whose labours
extend over practically the whole of the Victorian era,
the age pre-eminently of mechanical progress, cannot
fail to be of interest, for though nothing particularly
eventful happened to the chronicler himself, his work
brought him into touch with many interesting people
famous in public life, to whom his great literary talents
were of no small assistance in carrying through various
reforms, notably the repeal of the Corn Laws.
Our readers will, of course, be most concerned with
Dr. Smiles' connection with Railways in their early days,
and particularly with that portion of his book which tells
the many interesting stories connected with his search
for information when preparing his great work " The
Life of George Stephenson." fie had the advantage of
the help of Robert Stephenson, and of living at New-
castle at a time when memories of the early doings of
Stephenson were still fresh. There is proof of the great
pains Dr. Smiles took to collect his facts at first hand,
not from other writers, but from actual observation and
frequent intercourse with the people connected with the
events he wrote about, and his books therefore have an
historical value peculiarly their own. Many are the
instances given of the care with which he collected his
data.
It was 845 that Smiles became Assistant Secretary
in 1
of the Leeds & Thirsk Railway, and very soon after he
was promoted to the position of Secretary. On the
amalgamation of the line with the North Eastern, a
place was given him in the North Eastern Secretary's
office at Newcastle. After being practically in a
"siding" for nine years, during which he used his leisure
to gather material for his " Life of Stephenson," he was
successful in obtaining the post of Secretary of the
South Eastern Railway, and the record of his 1 2 years
service with this line contains many interesting
reminiscences of early railway life. The book also
contains much interesting matter in regard to his pre-
paration of the " Lives of the Engineers," •' Industrial
Biographies," " Self Help," etc.
As the record of a life of continuous activity and
industry, and a most successful career, the book deserves
reading. It has been edited by Mr. Thomas Mackay,
is excellently printed, and contains photogravure
portraits of Dr. Smiles.
" Engineering Mathematics Simply Explained."
By H. H. Harrison. London Percival Marshall
:
&
Co. IS. 6d.
The purpose of this book is to enable engineering
apprentices or artizans to have a sufficiently clear con-
ception of the principles of mathematics to solve and
understand the problems in practical work. Commenc-
ing with three chapters on arithmetic, there follow others
on Algebra, Trigonometry and Mensuration.
The articles on the use of logarithms and squared
paper, with the examples given, should enable the
student to appreciate their utility in general as well as
in engineering work. The concluding chapter is devoted
to a sketch of the elementary and more useful parts of
the differential and integral calculus.
 32 The Locomotive Magazine. February isth, 1906.

*phe (Joppioge ond CDogon DepQPtment.

STEEL PASSENGER CARS, braces concealed in the completed car at the
GREAT NORTHERN & CITY RY. backs of the transverse seats, these struts being
rivetted to the waist-rail and the longitudinals of
We illustrate herewith different stages in the underframes.
the construction of the all-steel passenger cars, The underframe consists of longitudinals of
18 in all, now being built by the Brush Electrical girder section, supported by cross-bearers of the
Engineering Co., Ltd., at their Loughborough same section which are secured to the tension
works, for the above-mentioned " tube " railway. members of the side girders by angle iron knees.
The system of construction is not altogether The main bolsters are designed to take the com-
novel, since steel cars have been running on the bined stresses of the weight of car and passengers,
Central London Ry. since the early part of 1903, and of buffing and hauling, and are built up of
but the cars heavy chan-
hereillus- - nels with side
trated embody brace plates,
several new strengthened
features and at the centres
improvements by steel forg-
dictated by ings that re-
experience. It ceive the bogie
may be said at pins and also
once that cars serve for the
of this con- attachment of
struction se- the draw-gear.
cure practi- Diagonal
cally absolute stresses are
immunity taken by a
from risk of steel floor
fire, and a plate rivetted
rriaximum of to the upper
durability, flanges, which
with less is further rein-
weight than forced by tran-
cars built of sverse flanged
wood in the troughs. The
ordinary man- draw gear is
ner. of the G. N. &
With a view C.R. standard
tokeeping the Outside View, All-stkel Car, Great Northerk & City Ry. type, slightly
weight as low modified, the
as possible, the full depth of the sides is utilised whole of the stresses being transmitted to the
as longitudinal girders, and the result is ample main bolster.
stiffness with a minimum of material. The corner The interior fitting of the cars contains practi-
and door pillars are of angle-section steel, with cally no wood except for decorative purposes.
intermediate pillars of channel section, and in The floor is of sheet steel covered with a i-in.
addition to the top and bottom longitudinals, layer of non-inflammable composition. The sides
there are on each side, extending from the corners of the car are lined with sheets of aluminium, and
to the side-door pillars, two intermediate longi- the roof has no inside finish, the carlines being
tudinals which, besides stiffening the whole of channel section. Cross seats with legs of
structure, serve also to support the window- malleable iron are employed, to seat two on
frames. To these various frames are rivetted the either side of a central gangway, the seats being
side panels, |-in. thick, forming a very stiff girder of the spring type, built on an iron frame and
on either side; the panels next to the corner and covered with rattan. Brass is used for various
door pillars are each in one piece from floor to fittings with highly ornamental effect. The
roof. The sides are stiffened also throughout seating accommodation per car is 64 passengers.
their length, against lateral stresses, by diagonal Leading dimensions of these cars are as follows:
 February isth, 1906. The Locomotive Magazine. 33

0000000
o o^^o 0000
Elevation and Plan of New Pullman Car, London, Biuohton & South Coa!st Rt.

length over body 41 -ft., and over platforms 49-ft. NEW PULLMAN CARS, LONDON,
6-in. ; width over pillars g-ft. 2f-in., extreme
width 9-ft. 4-in. height from floor to roof 8-ft.
BRIGHTON & SOUTH COAST RY.
;

5-in., and from rail to top 12-ft. wheel-
base of bogie 6-ft. i-in. distance between bogie
; built for service
centres 34-ft. 6-in. diameter of wheels 3-ft.
; ;
weight of car body 10 tons 13 cwt. 2 qrs., weight
complete with trucks, but without electrical
equipment, 1 7 tons 1 1 cwt. 2 qrs.
All-stekl Cak is Coursi; of Constkuction. Great Northern
Externally, there is little to indicate the metal
construction of the cars, all rivets being counter-
sunk or concealed by the ornamentation, and they
are painted teak-color, picked out with Indian
red and gold. The interior of the roof is painted
white, and the sides cream, while the floor is the
color of terra cotta. Owing to the thinness of
the side walls, there is more room in these cars
than in those of the same external dimensions
built of wood. The bogie trucks are of the
standard Brush type.
; Three new Pullman cars have recently been
on the London, Brighton & South
Coast Railway. They are generally of the same
dimensions and design as the previous ones
running on this railway, being 63 -ft. 8^-in. long,
over ends, and having a seating capacity for 32
passengers; 20 in the saloon
and 12 in the smoking com-
partment. The interior dec-
orations are very handsome,
the seats being upholstered
in green plush, and green
leather in the smoking com-
partment. The carpets are
of a rich green shade, and
the ceilings painted white,
picked out in gold. The in-
terior woodwork is in ver-
milion wood inlaid The
lighting is given by four
central electroliers and small
brackets over each window.
The toilet and buffet are ar-
ranged in the centre of the
car. The exteriors are
painted in the new style of
painting adopted by the
& City Rt,
L.B.&S.C.R., umber lower
panels and ivory white above, with gold lining.
The three cars are named " Princess Ena,"
" Princess Patricia " and " Duchess of Norfolk,"
and were erected at Brighton under the super-
vision of Mr.Thos. Powell, secretary and manager
of the Pullman Car Co., Ltd.
—
North British Ry. Bogie corridor trains of
up-to-date type will be ready for the summer ser-
vice to Scotland, in competition with the "Gram-
pian" express trains on the West Coast route.

34
STEEL DOUBLE HOPPER WAGON.
>The wagon here one of a series
illustrated is
of 12 constructed by the Brush Electrical
Engineering Co., Ltd., of Loughborough, to the
order of Mr. Hack, engineer-in-chief to the
Birmingham Corporation (ias Department. It
is built in accordance with the designs and patents
of the Sheffield & Twinberrow Steel Car Co.,
constructed entirely of ordinary steel plates and
sections, with standard details, such as wheels,
Stekl Double Hoptkr Wagon. Birmingham Cokpouation.
axleboxes, spring and buffing gear, to meet the
requirements of the railway clearing house.
has a capacity for 20 tons, with a tare of 8 tons of "Victor" metallic, "Salamander" block and
7^^ cwt., and has the following leading dimensions
length over headstocks 20-ft. and over buffers
23-ft. width over side-stiffeners 8-tt.
; height COimpany to His Majesty's Navy.
from rail level, unloaded, 9-ft. wheelbase lo-ft. ;
6-in. from centre to centre of hopper doors and
;
openings 5-ft. 9-in. diameter of wheels 3-ft. i-in.;
;
size of axle journals lo-in. by 5-in. The two
hoppers converge to openings having a combined
area of 7 sq. ft., delivering at a distance of only Tel egrams 3,Locomotive
lo-in. above These openings are
rail level.
closed by horizontal doors operated by chain
gearing and winches at each end of the wagon,
and the angle of inclination of the hopper plates
is such as to ensure complete automatic discharge.
A car of this type discharges in about 40 seconds,
without labour, whereas an ordinary flat-floor
wagon of the same capacity would require spade
labour costing about 6s. to empty it. The wagon
is provided with the Pearts' either-side com-
pensated brake, with two blocks operating one
wheel on each axle. If these wagons give full
satisfaction, we understand that the original
order for 12 will be increased to 100.
: —— — —
The Locomotive Magazine. February isth, 1906.
STEAM HEAT TRIALS, NORTH
EASTERN & GREAT NORTHERN RY.
In connection with the steam heating trials
direct circulation v. storage system of the above —
railways, N.E.R. locomotive No. 2024, with a
train of ten bogie bars, came through to King's
Cross on the afternoons of January 13th and 15th,
The G.N.R. train used in the tests was made up
of 15 six- wheeled coaches fitted with the storage
system of heating. We understand that the
direct method of using steam
at a low pressure proved most
efficient, the train being heated
throughout in about a quarter of
I" an hour, as compared with an
hour and a quarter for the
storage system.
Admiralty Contracts for
Asbestos Goods. The Lords of —
^
"
the Admiralty have for the 20th
year in succession awarded im-
portant contracts for the supply
of asbestos goods for use in the
Royal Navy to the United As-
bestos Co. Ltd. These contracts
comprise " Salamander " rolled
:
cloth packings and square block
packings, " Victor " asbestos-
metallic hydraulic and seamless
joints, "Salamander" carded
asbestos fibre, lagging materials
for boilers and pipes, including
" asbestos mattresses and woven
It as bestos tape, etc. Nearly 1,000 miles in length
ot her packings, and many millions of "Victor"
m
etallic joints alone have been supplied by this
;
1fHE LOCOMOTIVE MAGAZINE.
No. 162.
! Feb. 15th, 1906.
:
PUBLISHED BY THE
LOCOMOTIYE PUBLISHING COMPANY, Limited,
Amen Corner, Paternoster Row, London, E.C.
Magazine, London.
: Telephone JTo. 3628 Central.
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—
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—
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—
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i
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Particulars of Back Numbers sent on application.
Complete Lists of Mailway Books and Photographs post free.
 irOgomoTiQe (pflGflzine
Yol. XII. MARCH 15th, 1906. No. 163.

RAILWAY^OTES.
London & North Western Ry. — The
latestengines of the " Precursor " type are Nos.
2582 "Rowland Hill," 2583 "Teutonic," 2584
" Velocipede " and 2585 " Watt."
Four new " Experiments " are also out, Nos.
565 "City of Carlisle," 893 "City of Chester,"
1074 "City of Dublin," and 1357 "City of
Edinburgh."
Great Western Ry. — Nos. 3 1
3 1 -3 1 38 are the
latest engines of the No. 31 11 class (2-6-2 tank
engines). No. 3138 has its number on the bunker
sides, and "Great Western" on the tanks similar
to the new style of lettering the tenders.
—
Midland Ry. Nos. 2185, 2196 and 2202,
coupled bogie engines, have recently been rebuilt
at Derby with large boilers and new cabs right
over the footplate. The brass beading has been
removed from the splashers and black beading
substituted. The familiar brass numbers have
also disappeared, and a white metal plate put on
the front of the smokebox. The smokebox door
is flat, instead of being dished, and the handrail
runs straight across it. No. 163, a 6-ft. 6-in.
coupled bogie engine has been similarly rebuilt.
Nos. 172 and 175, 7-ft. 6-in. singles, have been
altered externally to suit new ideas, but retain
the old boilers.
Some half dozen of the old double-framed goods
engines have recently received new boilers of the

, . • •
"

Steam Rail Motor Coach, Cape Govkiinment Ets.

Nos. 2603, 2605 and 2607, of No. 2601 class, large new standard type, together with new cabs
have been rebuilt similar to No. 2621, with and side sheets. Nos. 380, 547 and 550 have
tapered boilers. Nos. 3298-9, 3302, 3305 and been thus rebuilt.
3307 of the " Badminton" class are rebuilt with
new large tapered boilers, with Belpaire fireboxes Great Central Ry. — Commencing on the
and no domes. I St passenger traffic on the Neasden-
inst.,
Mr. G. J. Churchward, the locomotive superin- Northolt new line has been worked by steam rail
tendent of the G. W. R. recently read an interesting
, motor No. 3. Starting from Marylebone terminus
paper on "Large Locomotive Boilers" before the (not Neasden as was first arranged) the first
Institution of Mechanical Engineers, illustrated stopping station is Wembley [61 miles), then
with numerous examples from current practice. follow Sudbury and Harrow Road and South
Our readers will learn with regret that the two Harrow stations at intervals of about miles
historic broad gauge veterans " North Star" and and mile respectively.
I The time occupied on
" Lord of the Isles" have recently been scrapped. the journey is 25 minutes. The G. C. local service
 36 The Locomotive Magazine.
from Marylebone to Metropolitan Ry. stations
from Harrow on to Aylesbury, etc., was also
inaugurated on the same date. Smart new trains,
each made up of four bogie coaches with electric
light and steam heat, and Mr. Robinson's ten-
wheel tank engines, are employed on this duty.
South Eastern & Chatham Ry.— A new
rail motor coach, No. 3, has lately been delivered,
the engine built by Messrs. Kitson & Co., Ltd.,
(makers' No. 4376) and the car by the Oldbury
Carriage & Wagon Co., Ltd. As a result of the
successful services on the Sheppey branch, motor
coaches are to be used on the following sections
Elmers End to Hayes, Dunton Green to Wester-
ham, Otford to Sevenoaks, Gravesend to Port
Victoria, and on the branch from Appledore to New
Romney via Brookland, Lydd and Dungeness.
Stiam Kail Motor Coach No. 2,
London & South Western Ry. Nos. 50-60, —
standard trailing bogie tank locomotives, are now
nearly all in service. Nos. 5-10, steam rail motor
coaches, are rapidly approaching completion.
Baker Street & Waterloo Ry. — This new
line of the London Underground Electric Rys.
Co.,was opened on the loth inst., between
Kennington and Baker Street, with a service at
five minutes' intervals during the day, reduced to
three minutes during busy hours. The cars are
steel built, 50-ft. long, 8-ft. 8-in. wide and 9-ft.
5^-in. high, and the six coaches composing a
train seat 300 passengers. The distance of 3f
miles will be covered in 13 minutes, south to north,
and 12 minutes in the reverse direction, gradients
favouring the latter. Intermediate stations are at
Regent's Park, Oxford Circus, Piccadilly Circus,
Trafalgar Square, Embankment and Waterloo.
Extensions to Paddington and the Elephant and
Castle are in progress.
March isth, 1906.
Midland & Great Northern Joint Ry. —
Midland Ry. locomotive No. 144,and several
others of the same class, are now working on
this line, having been loaned to the Joint Com-
mittee to replace some of the earlier bogie tanks.
The Campbeltown & Machrihanish Ry.
Co. have ordered from Messrs. Andrew Barclay,
Sons & Co., Ltd., Caledonia Works, Kilmarnock,
a locomotive for their new narrow-gauge railway
from Campbeltown to Machrihanish. The loco-
motive has six wheels coupled, with two-wheeled
bogie, and is fitted with Walschaert valve gear.
: The railway is intended partly for minerals
and partly to carry passengers across the
Mull of Kintyre to Machrihanish and back to
Campbeltown, in connection with the turbine
steamers.
Fixcui.Kt axu Euoware Skumck, Giii:AT Northkhn Hy.
Great Northern Ry. — The accompanying
illustration shows one of two steam rail motor
coaches designed by Mr. H. A. Ivatt and con-
structed at the Doncaster works of this company.
The car body is 49 feet long, and has seating
accommodation for 53 passengers it is carried ;
on a standard carriage bogie at one end, and on
four-coupled wheels of 3-ft. 8-in. in diameter under
the engine. Other leading dimensions are cyl- :
inders lo-in. by i6-in., diameter of boiler barrel
4-ft. oi-in., firebox casing 3-ft. 6-in. by4-ft. o^-in.,
178 tubes, heating surface 382 sq. ft., grate area
9|sq. ft., boiler pressure 175 lbs. persq. in. These
cars are built to work local services, such as
Finch ley to Edgware, Hatfield to Hertford, Hat-
field to St. Albans and Hitchin to Baldock, etc.
Nos. 1271-1280, six-coupled saddle tanks, and
Nos. 127-136, eight-coupled side tanks of No. 116
class, have been put into service. Nos. 132-136
are stationed at Colwick to work coal trains over
the Nottinghamshire branch lines.
 March 15th, 1906. The Locomotive Magazine,
THE ELECTRIFICATION OF THE
SIMPLON TUNNEL RY.
The electric traction of theSimplon Tunnel Ry.
has for many years been the object of study
and research by Swiss firms. The question
came to a head when the firm of Brown, Boveri
& Co., of Baden, Switzerland, in the latter part
of last year, offered to have the whole of the
electrical plant ready by the date of the opening
of the tunnel, and to put this plant at the disposal
of the Swiss P'ederal Railways, in order that a
comparison between steam and electric traction
could be made on a large scale, and on a line
which is especially suited to show the special
advantages of electric traction.
Of course it was quite impossible to construct
entirely new locomotives, so that the existing
material will have to be made use of. The firm
Six-coupled Dhuhle-knh Ei.kctiuc Locomotivk, Simpi.on Tunnel Ry.
mentioned were building two three-phase loco-
motives of 960-1,000 h.p. each for the Italian
State Railways, and as there was a possibility of
being able to transfer these locomotives to the
Simplon tunnel line with the consent of the
Italian railway authorities, the three-phase system
was decided upon.
The basis on which the system is to be installed
is briefly as follows At each of the mouths of
: from Brigue to the middle of the tunnel amounts
the tunnel, which is about 20 km. long, there are
hydraulic power plants installed to supply power
used in the construction of the tunnel. With a
few alterations and enlargements it will be
possible to use these hydraulic installations for
the generation of current for electric traction.
As provisionally only the actual length of the
tunnel which lies between Brigue and Iselle is
to be electrified, the current generated will be
conducted directly to the contact line, which
runs through the tunnel without previously
37
passing over a distance transmission line.
There will be a rail switching station in- the
middle of the tunnel, which will be made use of
when trains, in consequence of delay, should have
to cross or overtake other trains. For ordinary
service, no crossing of trains is supposed to take
place.
On the arrival of a train from Lausanne at the
Brigue station, the steam locomotive will be
taken off and an electric one put on to the train,
to haul it as far as Iselle, where a steam loco-
motive will again take the place of the electric
one.
The electric locomotives constructed by
Messrs. Brown, Boveri & Co., one of which is
here illustrated, have three driving axles driven
by two motors by means of a system of con-
necting rods, cog-wheels being omitted alto-
gether. The motors are constructed for two
—
speeds viz., 34 and 68 km. The drawbar pull
of the locomotive at the smaller speed amounts
to 6 tons and at the greater 3^ tons. The total
weight is 62 tons and the weight on the driving
wheels 42 tons.
On the part of the line to be electrified, there
are gradients up to 10 per cent, for very short
distances. The up gradient on the north side
to about 2 percent., while on the south side, from
the middle of the tunnel to Iselle, the down
gradient amounts to 7 per cent.
It will be necessary to run passenger trains
with a total weight of 365 tons and goods trains
with a weight of 465 tons.
The time occupied on the journey by the
passenger trains from Brigue to Iselle will be 20
minutes and in the reverse direction 30 minutes.
The goods trains will take about 40 minutes in
each direction.
 .

38 The Locomotive Magazine. March isth, 1906.

EitiiiT AViii.Ki.s V ol l i-i.i) iJoi.ii l'(n 1 Tank LtX'OMOTivK No. 4005, Cein'H-U); Kv., I'aius

COMPOUND TANK LOCOMOTIVE, Locomotive Stock. Thefollowing figures are—

METROPOLITAN RY., PARIS. reproduced from the official half-yearly reports of
the railways mentioned Rail Motor
The accompanying photo-reproduction illus- Railway. Engines. Tenders. Coaches.
trates one of a series of powerful four-cylinder Midland 2790 2245
compound tank Idcomotives built by the Societe Great Northern 1279 89+ 7
Great Western 2355 1244 46
Alsacienne de Constructions Mecaniques for
service on the "Ceinture" Railway, Paris.
L. & N. W. R. 2560 1907 3
It
,, duplicate 475
has the following leading dimensions diameter :
L. & S. W. R 440
736 7
of cylinders, high pressure 14^-in., low pressure L. B. &
S. C. R. ? 2
535
22|^-in., stroke 251^-in. diameter of wheels, bogie
;
,, joint working
2-ft. yi-in., coupled 4-ft. 8|-in. wheelbase 27-ft. & S. W.
8|-in. ;mean diameter of — ; with L. R. .

boiler barrel 4-ft. 9-in. ;

126 Serve tubes, 13ft.

5^-in. long by 2^-in. in
diameter; heating surface,
firebox 133.5 sq. ft., tubes
2055.4 sq.ft. total 2188.9
;

sq. ft. grate area 23.75

;

sq. ft. working pressure

;

213 lbs. per sq. in. weight ;

of engine in working order

79 tons 8 cwt. 3 qrs., of
which 60 tons are avail-
able for adhesion weight ;

empty 64 tons 19 cwt. ;

total length of engine

41-ft. 3|-in.; breadth 9-ft.
loj-in. The tanks contain
about 1,300 galls, of water
and the bunkers 3 tons of
coal.
Four Wheels Coupled Tank Locomotive No. 457, Q.W.R. —This
Railway Club. —The next
was one of the first standard gauge Great Western engines used on the
meeting will be held at head-
" Underground " Rys. The photograph was taken about 30 years ago,
quarters, 92, Victoria Street,
S.W., on Tuesday, April loth, at or near where Earl's Court Station now stands. The old station was
at 7.30 p.m.,when Mr. R. L. then on the east side of Earl's Court Road. It will be noticed that the
Robinson will read a paper on track was laid with flat-bottomed Vignolles' rails, which remained in
"Automatic Signalling." use until well into the "eighties."
 Photo by Six-c()urLfc.D Tank Locomotivk No. 108, Noktii 'British By. S. A. Forbes.

TANK ENGINES, NORTH BRITISH No.

20
BuiJt.
1877
Name.
Haddington.
No.
162
Built.
1877
Name.
Loch Leven.
RAILWAY. 22 1877 Langholm. •65 1875 Boness.
Bothwell.
96 1878 Arbroath. 166 187s
97 1878 Bonnington. 240 1878 Pol ton.
For the working of their suburban and short 106 1878 Tayport. 241 18-6 Bervie.
branch traffic the North British Railway possess 107 1878 Leuchars. 274 1877 Dalkeith.
108 1878 St. Andrews. 284 1875 Grahamston.
an exceedingly smart class of six-coupled tank 123 1877 Westfield. 295 1877 Carnoustie.
locomotives, one of which we illustrate. 151 1877 Guardbridge. 297 1876 Leith.
Designed by Mr. Dugald Drummond for 158 1877 North Berwick. 3t3 1878 Musselburgh.
161 1877 Buckhaven.
practically the same services, and to be performed
under the same disabilities as the Brighton All these engines were built at the Company's
" Terriers," they are really an enlarged copy of own works at Cowlairs.
that well-known class of engine, and possess a
good many characteristics of Stroudley design THE HISTORY OF THE LONDON &
and practice. For the past 30 years they have
performed their duty to the entire satisfaction of
SOUTH WESTERN LOCOMOTIVES.
all concerned, and though on some ot the harder
{Continued from page 119, Vol. XI.)
suburban sections they have recently been
replaced by heavier tank engines, the greater Following the engines last described, six
number are at their original posts.
still more well tank passenger engines, built by
When built they resembled their Brighton pro- Messrs. Beyer, Peacock & Co., were delivered in
totypes more closely than at present, by carrying October, 1875. They were numbered 44 and 325
names, which, however, were removed several years to 329 (makers' Nos. 1533 to 1538), No. 44 being
ago, and the letters "N.B.R." substituted, this named " Pluto," and were the last engines of the
latter style giving way to the present "N.B." and type built for the railway. The appearance and
the Company's coat-of-arms about two years ago.. dimensions were practically the same as the pre-
Through the kindness of Mr. W. P. Reid, the ceding engines of the class. Only two of the six
locomotive superintendent of the North British engines were rebuilt, viz., " Pluto " in December,
Railway, we are able below to give a complete 1887, and No. 329 in December, 1892. No. 325
list of their leading dimensions, original names was scrapped in 1888, 327 in November, 1892,
and dates: cylinders 1 5 -in. by 22 -in. six-coupled
; 328 in September, 1898, and "Pluto" in
wheels 4-ft. 6-in. in diameter the boiler contains
; November of the same year.
146 tubes, g-ft. 2^-in. long; grate area 14 sq. ft. ;
In May, 1876, Messrs. Beyer, Peacock Co. &
heating surface, firebox 65 sq. ft., tubes 636 sq. ft., supplied six saddle tank locomotives, Nos. 330
total, 701 sq. ft. working pressure 140 lbs. per
; to 335, for shunting purposes these engines ;

sq. in. ; the tank carries 600 gallons of water, and were, with the exception of one or two L. S.W. &
the engine in working order weighs 33^^ tons. characteristics, of the makers' well-known design
a:
hi
 — . — —

March 15th, 1906. The Locomotive Magazine. 41

and bore works' Nos. 1591 to 1596. They had requiring more steam than the original boilers
wheels 4-ft. in diameter and cylinders 17-in. by could adequately supply, while the frames were
24-in. All are still at work, but in the duplicate of too light a section to stand a very much larger
list. No. 330 is shown in Fig. 49. boiler hence few of the engines were rebuilt by
;

During the latter half of 1876, twelve six-
coupled goods engines were delivered by Messrs.
Beyer, Peacock & Co. (makers' Nos. 1600 to
161 1) similar to No. 302 class (see Fig, 46 in
July issue) and were numbered 336 to 347
inclusive. AXl this class of engine had Rams-
bottom safety valves and large brass domes.
No. 339 was broken up in August, 1891, and
No. 346 in December, 1893 the remainder are
still at work, but in the duplicate list, and are
used for light goods traffic in the country and
ballast work, &c.
Towards the close of 1876 Messrs. Sharp,
Stewart & Co., Manchester, delivered the first of
a new class of bogie passenger engines. No. 348
(makers' No. 2657], which was at that time the
most powerful passenger engine yet built for
the company, and which was followed early in
1877 by nineteen more of the same class, Nos.
349 to 367 (makers' Nos. 2658 to 2676).
The principal dimensions were as follows
Particulars.
; Arbroath, two small tram or shunting engines,
Original Design,
Mr. Adams, who decided that it would be more
economical to scrap them.
Figs. 50 and 5 1 show these engines as origin-
ally built, and as Nos. 348-9, 351, 353-357 were
rebuilt by Mr. W. Adams. They are now all
broken up.
In December, 1877, the company purchased
through Messrs. Alexander Shanks & Co., of
designed and constructed by that firm, for use on
the Southampton Town Quay and Pier, where
the restrictions ot the Harbour Board prohibit
the company from working with engines of more
than a certain weight and wheelbase. These
little engines were similar to some Messrs.
Shanks had previously constructed to the order
of Mr. A. Jiles, the engineer for the Southampton
Dock Co., and in proof of their efficiency it may
be noted that they are still actively at work upon
the same duties after nearly 28 years' service.
:
These two engines were named respectively
" Southampton " and Cowes " the former was
As Rebuilt. ;

built December, 1876, and the latter in November,

Cylinders
Wheels —bogie
18 ;in. by 26-in.
3- ft. 3:in.
17-in. by 26-in.
3- ft. 3-in.
1877. They are of the saddle tank class, with
Coupled 6-ft. 7-m. 6-ft. 7-iu. outside cylinders made from hard cast iron lo-in.
Centres of bogie wheels 6-ft. 6-in.
,, bogie and driving wheels .. 10-ft. 3-in. Same as original. diameter, with a stroke of 20-in., and run on
j
,,
—
coupled wheels
Boiler length of barrel
9-ft.
10-ft. 4-in. U-ft.
four wheels coupled 3-ft. o-in. diameter. The
„ diameter 4- ft. 2-in. 4- ft. 4-in. boilers contain 62 tubes of 2-in. diameter the ;

Firebox 5- ft: high 5-ft. high, 6-ft. long

Tubes 218, IJ-in. dia. 216, l§-in. dia. boiler working pressure is 120 lbs. per square
Heating surface —tubes 889-64 sq. ft. 1,121 sq. ft.
inch. The wheelbase is only 5-ft. 6-in., and
firebox 145-7 sq. ft. 110 sq. ft

Total 1,035-34 sq. ft, 1,231 sq. ft.

total length over buffers 21 -ft. 3-in. The boiler
Grate area 17-86 sq. ft. 17 sq. ft. barrel is long, with a diameter of
8-ft. 2-in.
Working pressure 140 lbs. 160 lbs.
Height rail level to top of chimney .. 13-ft. 2i-in. 3-ft. 2-in. The tank capacity
is 400 gallons.
„ centre of boiler
Weight in working order (engine)
...

T.
7-ft.
C. Q
7-ft. 4-ia.
T. C. Q.
The weight of the engines in working order is as
Bo^e 16 0 0 16 2 0 under :

Driving 16 18 0 14 0 0
Trailing 13 18 0 14 4 0 T. c. Q.

Total 0
On leading wheels 7 10 2
43 16 0 44
Weight in working order (tender) On trailing wheels 10 17 o
Leading 12 0 11 0 0
Middle 16 0 9 14 0
Trailing 3 0 10 14 0 Total 7 ^

Total 24 11 0 31 0
Total we^ht of engine and tender in
working order 68 7 0 75 14 0 The weight empty is 1 5 tons.
Total wheelbasc. engine and tender...
Total length over buffers
40-ft. 1-in.
47-ft. 43-in.
43-ft. 4-in.
51-ft. 4|:in.
In August, 1898, the "
Cowes" was numbered
Tender water capacity, galls
Centres of tpnder wheels
2,250
5-ft. IJ-in.
3,000 108 and " Southampton " 109.
6-ft. 6-in.
Tender wheels, dia, .. 3-ft. 95-in. 3-ft. 9J-in. In December, 1879, the company purchased
another engine of exactly similar type, named
No. 348 (with 2.50 p.m. express train, Ports- " Ritzebuttel," constructed in 1873, and shown
mouth to London) 4th November, 1890, broke in Fig. 52. This engine was numbered no in
both side rods, running down Haslemere Bank, August, 1898. "Ritzebuttel" was one of six
wrecking cab, splashers, boiler casing, etc., etc. engines built for the old Southampton Dock
These engines for many years worked the fast Company by Messrs. Shanks & Co. none of the ;

express services between London and Exeter, others, however, were at work when the rolling
London and Southampton, London and Ports- stock belonging to the Docks were handed over
mouth, but were later relegated to lighter duties to the South Western Company, and do not there-
in the Southern and Western districts. They fore appear in this history.
were never really successful, the large cylinders {To be continued.)
 42 The Locomotive Magazine.
OIL GROOVES.
The economical and effective use of oil in
lubricating the various moving parts of the
mechanism of a locomotive depends largely upon
the means provided for its proper distribution
over the wearing surfaces.
Satisfactory access is usually secured by cutting
grooves or channels leading from the oil holes
over the faces in contact. The correct arrange-
ment of these is naturally a detail of considerable
importance.
To lubricate a fiat surface, such as one of the
sliding faces of a crosshead, running upon the
slide-bar, the usual method is to drill a hole from
the oil cup or reservoir, and cut channels from
Fig- 7 .
The Use or On, Grooves
the extremity of this over the face to be lubricated,
in straight, zigzag, circular or semi-circular lines,
as may be preferred. Fig. i shows straight
grooves for the bottom slide of a cross-head
running upon a single bar. It will be noticed
that there is no oil hole from a syphon cup, as
this face gets its supply by holes through the
slide-bar itself, fed from the upper face.
Fig. 2 is the top slide of a two-bar crosshead,
and has curved grooves, the oil in this case being
also fed through the slide-bar, by a syphon cup
fixed to the bar above.
With vertical wearing surfaces, such as those
of the axlebox guides, in which the axlebox is
held, the oil is applied along the top of the sliding
face, which is cut back there to a long taper and
has two grooves provided, shaped like an inverted
V, as shown in Fig. 3, to assist it in working
down between the faces.
March isth, 1906.
To secure good lubrication of circular surfaces,
such as those of the journals where they revolve
under the bearings of the axleboxes, a large
recess is usually provided in the latter, which
extends nearly across the crown of the bearing,
thus forming an oil reservoir, as shown in Fig. 4.
The edges of this recess are filed out to a slight
taper at aa, to facilitate the oil getting between
the faces in contact. If these edges are left sharp,
there is a probability of them acting as scrapers,
thus preventing the oil from lubricating as it
should.
Although the placing of the oil recess in the
crown of the bearing is common practice, mention
should be made here of the fact that the subject
of the lubrication of heavily loaded bearings has
Fig 6
in Locomotive Details.
been thoroughly and indeed exhaustively investi-
gated by one of the highest British authorities
on bearings and their lubrication, Mr. J. Dew-
rance, who has clearly demonstrated, by a series
of most interesting experiments, the superiority
of efficiency obtained by introducing the oil at
the side, or rather at the commencement of the
bearing area, in preference to the crown, where
the weight is concentrated. These conclusions
were arrived at after very careful trials on a
machine devised for that purpose, which is shown
more or less diagrammatically in Fig. 5. This
consists of a shaft, carried on two plummer-blocks
not shown in the illustration, with a central
bearing provided for the purpose of the tests.
This central journal or bearing is furnished with
means for varying the load upon the axle at will,
by means of long bolts passing through to the
bottom carrier, with an arrangement of springs
 March 15th, 1906. The Locomotive Magazine, 43

and indicators to show when an exactly equal MR. R. WUATHERBURN.

pressure is exerted on each bolt. A
spring-
balance at the side registers the pull upon the Mr. R. Weatherburn, whose retirement from
bearing caused by resistance.
frictional By the service of the Midland Ry. was recorded in
means of a gauge inserted in the oil recess at the our last issue, served his apprenticeship under
top, it was possible to investigate the action of Messrs. Kitson & Co., Leeds, and whilst in
the revolving shaft upon the oil supply, and their employ had experience on nearly all the
Mr. Dewrance found that any considerable principal railways in the kingdom, and was
pressure on the axle caused the oil to be scraped personally known to nearly every engineer of the
off, especially when in the course of wear the time. His experience was not confined to this
bottom edges of the oil hole had been brought to country, but ex-
sharp angles. This showed the imperative tended to Den-
necessity tor the maintenance of inclined planes mark, Russia,
between the oil hole and the axle, to allow of the Germany, etc.,
oil gradually working between the wearing faces, where he had
and this is a distinct difficulty where the oil hole special oppor-
is at the top of the bearing, as the greatest wear tunities of not-
takes place at that point. The net result of the ing other sys-
experiments was, in fact, to show that the ideal tems of work-
place for introducing the oil supply was just ing. He joined
above the commencement of the bearing area on the service of
either side, and an axlebox so provided is shown the Midland
in section in Fig. 6. Ry. in 1874,
The big end of a connecting rod is provided and for some
with a similar but smaller recess, which is time held the
supplemented in some cases by grooves for the position of in-
purpose of distributing the oil more effectively. spector of new
In the same way, the small end of the connecting works at Messrs
rod and the coupling rods will each have an oil R. Stephenson
hole, with a groove leading in each direction & Co., New-
from it, either straight across or diagonally castle-on-Tyne,
in X form, as shown in the two examples in etc. After this
Fig. 7- he was ap- Mr. E. Wkatiikuburx, M.Inst. M.E.
The cutting of oil grooves is usually done by pointed to Liv-
hand chisels of the " round nose " type, and they erpool, Leicester and London respectively.
are mostly cut to a width of ^ or fs-in., with a He is the author of " Ajax Loquitur " and a
depth of -in. This method of cutting is especially well-known writer on nearly all subjects connected
applicable to the curved faces of bearings, and with locomotives, hydraulics and railways. He
the flat faces of crossheads, etc., are often dealt is a member of the Institution of Mechanical
with on a machine A
slot-drilling machine in Engineers.
which the drill is formed with a cutting edge of
the required shape at the bottom, and set to
the required height, is useful for this work, the
Obituary. —The engineering world has sus-
tained a severe loss by the demise of Professor
oil grooves being cut by moving the table to
August von Borries, of the Charlottenberg
which the work is fixed, in the required direc-
Technical School, at the comparatively early age
tion, thus " milling," as it were, the grooves in
of 54 years. Mr. Von Borries was for many years
the metal.
locomotive superintendent of the Hanover State
All oil holes and grooves should have the
Rys., and was associated with Mr. T. W. Wors-
sharp edges removed, and be wiped carefully,
dell in the Patent Compound system for locomo-
before the parts are put together on the engine,
tives. Mr. Von Borries had been in poor health
for the very obvious reason that any dirt or grit
for some time, but the end which occurred on the
left on would be distributed with the oil, and
14th February, at Meran in the Austrian Tyrol,
work into the bearings or wearing surfaces,
was unexpected.
thereby causing a risk of heating and cutting by
reason of the increased friction thus produced.
Great Eastern Ry. —The G.E.R. are fitting

The Globe Pneumatic Engineering Company, a number of covered goods wagons with the air
Limited, have executed a large order for the supply of brake for the fast goods trains which will shortly
pneumatic tools for the locomotive workshops of the commence running between Bishopsgate and
East Indian Railway. Whitemoor (March).
 ;

4^ The Locomotive Magazine. March isth, 1906.

RECENT LOCOMOTIVES OF THE BELGIAN

STATE RAILWAYS.
{^Continued from page 7.)

Fig. 3 represents one of the latest locomotives of Type 35,

with the .Schmidt superheater. On page 40 of Vol. XI.
(March, 1905), we illustrated and described this class as
originally introduced in 1903, but the second series were con-
structed with coupled wheels of increased diameter, 5-ft. 7-in.,
in place of the earlier 5-ft. 3-in., with a view to obtaining in-
creased speed. At the same time, the centre-line of the boiler
has been raised to 8-ft. 8|-in., 2-in. higher than in the earlier
engines, and those engines fitted with the superheater have
the chimney placed somewhat in advance of the centre-line
of the smokebox. The leading dimensions of the locomotives
of th's type provided with 5-ft. 7-in. wheels and the Schmidt
superheater are as follows, and may be compared with those
already given in the previous notice already referred to, which
apply to the other series : —
Cylinders 2oi^-in. in diameter by
26-in. stroke ; maximum internal diameter of boiler 5-ft. 3-in.
working pressure 200-lbs. per sq. in. 168 ordinary flue tubes
;

13-ft. 6f-in. long and 2-in. in diameter; and 21 tubes of 5-in.

diameter containing the superheater tubes heating surface ;
:

firebox 160.4 sq. ft. tubes 1,399.3 sq. ft. total 1,559.7 sq. ft.;
; ;

grate area 30.6 sq. ft. superheater surface 356 sq. ft. weight
; ;

of engine in working order 73.3 tons, of which 53.8 tons rest

on the coupled wheels. It should be noted that both series
of engines are approximately of the same weight, despite the
difference in wheel diameter and the introduction of the super-
heater. This result is obtained by the extensive use of cast
steel fittings in the later series.
There are now 42 locomotives of this type in service. Nos.
3201-3, which were built by the Societe Cockerill in 1903,
were used for exhaustive experiments with various forms of
superheater, and the Schmidt system having proved the most
successful, Nos. 3203, 3207-9 and 3222 of the first series, and
Nos. 3233-42 of the later set, have been fitted with that
appliance. Nos. 3201-22, all of which have wheels 5-ft. 3-in.
in diameter, have the earlier type of tender, containing 4,625
gallons of water and 6 tons of coal. Nos. 3223-42, with 5-ft.
7-in. wheels, are provided with the new standard tender,
which is rather shorter, and contains only 4,408 gallons. The
illustration, however, shows the engine, though of the later
type having 5-ft. 7-in. wheels, with the older and larger ten-
der. All recently-built engines on the Belgian State Rys.
are now provided with the new standard tender, except the
six-coupled goods engines of Type 32, illustrated on page 7
preceding.
The 42 engines of Type 35 perform excellent service. They
were originally intended to work express goods traffic, but
are now generally employed in hauling heavy passenger
trains having frequent stops. The series N05. 3223-42, which
were built by the Societes de Boussu, L'Energie of Marcinelle,
and La Meuse of Liege, are chiefly used for heavy express
passenger traffic.
In consequence"of the marked success attending the intro-
duction of four-cylinder compound locomotives on the de
Glehn du Bousquet system, on other railways on the Continent
and elsewhere, the Belgian State Rys. decided to make a trial
March islh, igo6. The Locomotive Magazine. 45

of similar locomotives
on its own lines, and
accordinely introduced
two types. The first of
these, which consisted
of two engines only,
was " Atlantic "
the
type shown in Fig. 4,
and in general dimen-
sions these two engines,
Nos. and 3312,
33 1 1

which were built by the

Societe Cockerill, are
very similar to Nos.
3001-8 of the Paris-
Orleans, No. 2512 of
the Pennsylvania, and
Nos. 103-4 of the Great
Western Rys. The
boiler is of ample di-
mensions, containing
139 Serve tubes 14-ft.
5i- in. long and 2|-in.
in diameter, the maxi-
mum internal diameter
of the barrel being 4-ft.
I o|-in.; the heating sur-

face is: firebox 174 sq.

ft., tubes 2,403 sq. ft.,

total 2,577 sq. ft.; and

the grate area is 33.15
sq. ft. the boiler pres-
;

sure is 225-lbs. per sq.

in. The high and low
pressure cylinders have
diameters of i4j\-in.
and 2 3f-in. respectively
with a stroke of 2 5y^g-in.
and the coupled driving
wheels have diameters
of 6-ft. 6-in., which is
standard for express
locomotives on the Bel-
gian State Rys. The
bogie is slightly differ-
ent in construction to
the Paris-Orleans model
having a spherical pivot
and the side-play being
controlled by means of
swing-links instead ot
springs. The bogie
wheels are 2-ft. iij-in.
in diameter, and the
trailing wheels are 4-ft.
8-in. The reversing
gear, which as in all
new locomotives on the
State Rys., is placed on
the left side of the foot-
 46 The Locomotive Magazine, March ifth, 1906.

plate, is of the Flamme-Rongy type, permitting Luxembourg line, and frequently haul 400 ton
of separate or simultaneous movements of the trains on the Paris-Brussels service, between
two reversing shafts by means of steam gear. Brussels and Quevy, and between Brussels and
The cab, chimney, safety-valves and other fittings Antwerp on Bourse days.
are of the Belgian State standard designs. {To be continued.)
Among other details are the Westinghouse quick-
acting brake operating on all wheels, Friedmann
injectors placed on the firebox front, Gresham-
NEW TANK LOCOMOTIVES,
Craven compressed air sanding apparatus, and HIGHLAND RAILWAY.
steam heating for the train Bourdon mechanical
;

"telescopompes" are employed for lubricating
the cylinders. These engines, which are provided
with the new standard tender, weigh 71 tons
12 cwt. in working order, of which about 35 J- tons
are available for adhesion. No. 33 11 has been
in service for upwards of six months on express
trains between Brussels and Ostend, while No.
3312 was exhibited at the Liege Exposition.
For the working of short branches, and the
several light railways which have of late years
been opened in the North of Scotland, Mr. Peter
Drummond, locomotive superintendent of the
Highland Railway, has designed an exceedingly
neat class of tank locomotives illustrated here-
with. These engines, several of which are to be
built at Lochgorm works, have the following

Photo by Foun-coupi,F,i) Bogie Tank Locomotive No. 25 " Stratbpeffee," Highland Rt. S. A. Forbes.

The other type of de Glehn compound intro- dimensions: cylinders, 14-in. by 20-in. diameter
;

duced on the lines of the State Rys. is known as of coupled wheels, 4-ft. 6-in. and of bogie wheels,
Type 8, and is shown in the accompanying Fig. 5. 2-ft. 6-in. boiler barrel,
; 8-ft. 2-in. long and 3-ft,
In respect to cylinders, boilers, mechanism and loj-m in diameter heating surface, tubes 65 2
;

details, these engines are identical with the sq ft., firebox 67.5 sq. ft., total 719.5 sq. ft.;
"Atlantic " type already described, but they have grate area, 13 sq. ft. working pressure 150 lbs.
;

six-coupled wheels 5-ft. ii-in. in diameter, and per sq. in. Capacity of tank 900 gallons, and of
their weight in working order is 72 tons 17 cwt., bunker 26 cwt. of coal weight in working order
;

of which about 53I tons rest on the coupled
wheels. There are now 42 locomotives of this
class in service, Nos. 3313-3354, built by the
Societe Metallurgique of Tubize, the Societe St.
Leonard of Liege, the vSociete des Couillet and
Haine, St. Pierre, and the Societe Franco-Beige
of La Croyere. They work main line express
trains averaging about 300 tons, with frequent
stops and a maximum speed of about 60 miles
per hour between Brussels and Arloy on the
35 tons. For modern engines the above dimen-
sions seem very small, but the work for which
they are designed is of a light nature. Two are
at present at work, No, 25 " Strathpeflfer," and
No. 40 " Gordon Lennox." They are painted the
standard Highland dark green, without lining of
any description, with the name in gold letters
on the tank sides. The number plate, which
is of cast brass, is a new pattern for the High-
land Railway.
 March isth, 1906. The Locomotive Magazine, 47

Foi'R-couPLEii Bogie Passenger Locomotive, Shanghai-Xanking Ry.

LOCOMOTIVES FOR THE SHANGHAI- is 1,630 sq. ft., of which 162.61 sq.ft. are provided
NANKING RY. by the hrebox, and 1,467.39 sq. ft. by the tubes ;

the grate area is 28 sq. ft., and the boiler carries

By the courtesy of the builders and of the
consulting engineers to the railway, Messrs. Sir
J. Wolfe Barry, Morrison & Barry, of 7, The
Sanctuary, Westminster, S.W., we are able to
illustrate herewith two new types of locomotives
recently constructed for the above railway, which
is of 4-ft. 8^-in. gauge.
The 4-4-0 express passenger locomotive which
was built by Messrs. Robert Stephenson & Co.,
Ltd., has cylinders i8-in. in diameter by 26-in.
stroke, and coupled driving wheels 6-ft. 7-in. in
a pressure of 180 lbs. per sq. in. The tender
of this engine is exactly similar to that supplied
with the goods locomotive built by the North
British Locomotive Co., Ltd., described and
illustrated in our issue of August 15th last.
The tank locomotive, as can be seen, is
of the 4-6-2 type, and was built by the
North British Locomotive Co., Ltd. The
cylinders and boiler are exactly of the same
dimensions as those of the passenger engine.
The wheels have the following diameters bogie :

diameter the total wheelbase of the engine is

; 3-ft., coupled driving wheels 4-ft. 9-in., trailing
25-ft. 2-in., of which 8-ft. 3-in. separates the radial wheels 3-ft. 6-in. the rigid wheelbase is
;

coupled wheel centres the total heating surface

; 1 3-ft. 9-in., and the total is 32-ft. 5-in. In working

Six-coupi.Ki) Bogie Radial TANKiLocoMOTivK, Shanghai-Nanking Ry.

 48 The Locomotive Magazine. March isth, 1906.

order this engine weighs 74 tons 7 cwt., having and dust cleared away it was found to have
capacity for 1,120 gallons of water and i| tons jumped backwards some feet, driving the tender
of coal; the weight empty is 61 tons 19 cwt. partly through the great wooden gate. It had
It should be noted that the cylinders and boilers apparently also leaped upwards to some extent,
of these two locomotives are of the same dimen- falling with the near side leading and driving
sions as those of the six-coupled bogie goods wheels in the pit. The photograph reproduced,
locomotive already referred to, and that all for which we are indebted to the courtesy of Mr.
fittings are arranged so as to be, as far as F. S. Hennell, of the locomotive department.
possible, interchangeable in each class. Metropolitan District Ry., Lillie Bridge, S.W.,
shows plainly the tremendous violence of the
explosion. The ancient method of enclosing the
A BROAD GAUGE BOILER cylinders completely in the smokebox and
EXPLOSION. attaching the latter to the frames by angle iron
stays is well exhibited. Some accounts state that
This explosion, attended with lamentable loss the explosion occurred about 5.40 or 5.45 a.m.,
of life, of a locomotive boiler which had been and that the engine was going to take out
neither thoroughly examined inside nor tested the 6 o'clock passenger train others that it ;

for strength for upwards of seven years, occurred happened about 6.15, and that she was in-
at the Padding- tended to pilot a
ton engine shed goods train. It
of the Great seems unlikely
Western Ry. on that an express
Saturday, Nov- engine of this
ember 8, 1862. type would be
The engine was used for such a
one of the famous purpose. Per-
old Gooch broad haps some Great
gauge 8 - feet Western reader
singles, built at who remembers
Swindon in June that period can
1850, and named say if such a prac-
"Perseus." Train tice obtained.
time was near at The boilers of
hand, about six these engines
o'clock in the were made of best
morning, when Yorkshire iron
the boiler gave plates, f -in. thick
way on the lower and worked at
side with terrific 120 lbs. In this
violence. A
large case the boiler
piece of the bar- SiNOLV-llKIVER BUOAII-GAUGE LorOMOTIVF. " Pk usK.,," G.W.R.. Exi...os,o.v OP Bo.LKR.
^ad been pressed
rel, weighing 15 at 1x5 lbs. the
cwt., was blown through the roof across the day before and then washed out. There was
main line into the carriage sidings 100 yards, no suggestion of any abnormal pressure hav-
striking and destroying two trucks in its way. ing been used. On examination, the bottom
The chimney also went up in the but fell
air, plates were found to be wasted to a thick-
in the shed not far from its point of depar- ness of only from )^ to | in. thickness; in fact it
ture. Nearly all the slates were sent flying was a wonder the boiler had held out so long.
from the roof for a length of over 150 ft., whilst It had last been inspected in June, 1861, when
for as least as much further they were shifted and slight corrosion of the skin was observed, but the
the windows broken. The engine nearest boiler, which was the original one of 1850, had
" Perseus " was also badly damaged, a cleaner apparently not been really overhauled since 1855.
named Charles Thompson at work upon her Since then it had run 175,000 miles, or about
being instantly killed. Another cleaner, James 23,330 miles per annum. It seems to have been
Eldridge, and a fire lighter named James Wilson assumed, because there were many engines on
were also killed, one of them being found under the line with boilers much more than 12 years
the engine with his clothes and limbs torn to old, that the boiler of " Perseus " was bound to be
pieces. all right ; in fact a boiler-maker from Swindon
The engine had been standing just inside the stated that there was no regular system or fixed
door, ready to go out. When the smoke, steam period for examination or testing. At the final
 March 15th, 1906. The Locomotive Magazine,
enquiry, November 20th, 1862, when a verdict
of accidental death was returned, Captain Tyler,
R.E., Government Inspector of Railways, con-
sidered that to run an engine seven years without
testing the boiler was most dangerous and that
three years was the utmost length of time it was
judicious to go without obtaining certain informa-
tion as to the continued strength of the boiler.
He advocated the use of hydraulic pressure of
180 lbs., which Mr. (afterwards Sir) Daniel Gooch,
the locomotive superintendent, considered to be
more dangerous than not testing at all, a state-
ment which was somewhat strongly questioned
by the technical press. The shed where the
accident happened was the present one at
Westbourne Park, a name which did not then
exist, in fact there was no station between
Paddington and Ealing. "Perseus" was rebuilt
and ran till December, 1880, when it was con-
demned and scrapped, after running a total
distance of 722,458 miles.
-.1 -?—*t
i'ouK Whkei.s Coupl.Kii Passengkk Locomotive,
OLD PASSENGER ENGINES,
['LANCASHIRE & YORKSHIRE RY.
We
one of a class of four-wheels
illustrate
coupled locomotives which performed the greater
part of the passenger service on the L.&Y.R.
between 1847 and 1880. There were 82 of these
engines, numbered from 37 to 1 1 8, all of which
were originally built as "single" engines to the
designs of Sir J. Hawkshaw, consulting engineer
to the company. As originally constructed they
had 5-ft. single driving wheels, with
9-in.
cylinders i5-in. in diameter by 20-in. stroke, the
total wheelbase being 13-ft. 2-in., and the weight
24 tons 3 cwt. of which the drivers carried 1 2 tons
49
8 cwt. It should be mentioned that the engines
built by Messrs. Bury, Curtis Sc Kennedy had
5-ft. lo-in.wheels, and were the last engines con-
structed, as far as we know, by this once
celebrated firm, whose works' numbers ran up to
about 41 1, which was borne by engine 50 built in
1849. In the late sixties nearly all these engines
were converted into coupled engines as shown in
the illustration, and at the same time many of
them were rebuilt with new boilers and 151-in.
cylinders. The original boilers, of which several
were in service until 1880, had polished copper
domes placed on raised fireboxes. The new
boilers supplied between 1868 and 1872 were
domeless, with flush fireboxes. The old L. & Y.
engines had their numbers on the front buffer
beam in brass figures, with painted numbers on
the back of the tender, and were painted dark
green with black and white lines. Nos. 37 to 39
were built by the Manchester and Leeds Ry. in
December, 1846 and January, 1847, at Miles
Laxcashiee & Yorkshire Ry.
Platting Works, Manchester, and the others were
constructed as follows: L.&Y.R. 1847, Nos. 62,
63, 76 to 82, 84; 1848, Nos. 85 to 87, 89, 92, 94,
95, 98 to 100, 103, 104. 1849, Nos. 73, 74, 113,
;
116. W. Fairbairn & Sons, 1848, 105 to 108,
III 1849, 41 to 44, 48, 53, 56, 58 to 61, 64, 71,
;
75, 88, 96, 117; all the others were by Bury,
Curtis & Kennedy in 1849.
Two of these engines, Nos. 85 and 86, were
exchanged for two engines on the East Lancashire
Division, and became Nos. 665 "Giraffe" and
666 "Antelope." One of the last, if not actually
the last to be broken up was No. 93, which was
rebuilt in 1872 and ran until 1882. Owing to a
renumbering of the L. & Y. engines in 1850, the
above engines were not built in numerical order.
 50 The Locomotive Magazine,
THE ARRANGEMENT OF LOCO-
MOTIVE SHOPS.
As with other manufactures, so with that of
locomotives, the locality chosen and the arrange-
ment of the different buildings comprised in the
works will necessarily affect the economical
production of the output, and therefore the value
of careful consideration of the details of any
scheme cannot be over-estimated when new shops
are in contemplation or additions to existing
works are about to be undertaken.
With new establishments, suitable provision
for development and extension is of more than
ordinary consequence, and although an increased
outlay of capital may be called for, the timely
thought for the future may result in very con-
siderable reduction in annual expenditure later.
In deciding the locality best suited for such a
factory, its size, the proximity of raw material
and the labour market of the neighbourhood
naturally hold controlling influences. Generally
the site would appear to be the best chosen in
the vicinity of a fair-sized manufacturing town,
as near to the coal and iron headquarters as
possible. It should be either adjacent to a main
line of railway or in such a position as to be
easily connected by a short branch, the lower
price of land probably favoring the latter. The
ground should be level and have a subsoil of
gravel and clay, whilst a good water supply is
imperative.
The labour question will always be a difficult
one, but there is no reason why, assuming the
opportunity exists, every effort should not be
made to make the shops as accessible as possible
to that portion of the community from which the
workers will be drawn, and all modern con-
veniences installed for the comfort of the
operatives will doubtless be appreciated. A however, whether well placed intensified incan-
long weary walk to work over a badly-kept road
is not conducive to energy or discipline. The
possibility of employment for wives and families
also should not be lost sight of, a contented staff
being one of the greatest influences toward
success.
After the selection of the site for the new shops
comes the laying out of area to secure the best
results. The arrangement of the shops should
as far as possible provide for the arrival of the
raw material at one end and the dispatch of the
finished locomotive from the other, with a
minimum of transport and handling in other
; men to work hard, and consequently to provide
words, the construction of the machine should be
co-incident with a passage through the shops.
The type of shop, whether of one or more floors
with the means of lighting, heating and ventilat-
ing, must be decided upon. The class of work
which is to be dealt with in the various shops
will to a large extent dictate the number of floors
March isth, igo6.
permissible. Where large machinery is to be
employed a ground floor alone is convenient, but
a shop producing small articles may have a
gallery or be composed of more than one storey.
The latter arrangement saves ground, and may
be found convenient provided a good system ot
hoists and staircases is installed. The shops
should be capacious and of good height, condi-
tions which will facilitate good distribution of
natural and artificial light, heating and ventila-
tion.
Provision should be made for the shops, both
relatively and individually, to occupy such
positions and be so constructed that any exten-
sions required can be carried out with as little
disorganisation and at as small a cost as possible.
With this in view it is often wise to substitute
corrugated iron for masonry for the ends of
shops.
On the type of roof employed largely depends
the satisfactory lighting of the shop. Abundant
light, with the absence of any glare or heavy
shadows, is essential. The central monitor roof
with side skylights is largely used, and besides
distributing the light well allows plenty of head
room where overhead cranes are used. The
" saw tooth " is another satisfactory type of roof,
but in adopting it care must be exercised,
especially in a paint shop, that the light is pro-
jected in the same direction as the work stands,
otherwise it will be found that one side of the
— —
work say a locomotive is in a very poor light.
Whilst on the subject of light the method of
artificial illumination may be briefly considered.
In the majority of modern shops electric arc
lamps are used. These should be hung high up
so as to diffuse their light, and some convenient
arrangement should be fixed for lowering them
when requiring attention. It is questionable,
descent gas jets are not more satisfactory,
especially when the cost per candle power is taken
into consideration. In any case gas may be laid
on to the shops and a liberal supply of jets be
provided in those where machinery for small
work is performed, as gas jets are preferable to
incandescent electric lamps for such work.
Portable electric hand lamps prove useful in
many cases, and suitable connections should be
provided for them.
The heating of shops in cold weather is im-
portant. A cold shop hinders more than urges
no heating arrangements is false economy. A
temperature of about 55 degrees F. is desirable,
and this can be attained either by a supply of
hot air, hot water pipes or steam pipes. The last
method is often the most convenient, and can be
made to work satisfactorily. Ventilation should
be carried out by a plentiful supply of openings
March 15th, igo6. The Locomotive Magazine. 51

inthe roof and side lights, and in some cases,

feuchas a brass foundry, by fans. Sanitary
arrangements must receive attention, and be
dealt with according to circumstances.
{To be concluded.)

LOCOMOTIVE INJECTOR FAULTS

AND FAILURES
Of all the different designs of injectors now in
use, each particular type has its own peculiar
characteristics, neglect to reckon with which may
occasion serious trouble. With combination face-
plate injectors, for example, it is most important
that the injector should be properly fitted to the
face-plate and a good joint be made between the
live steam pipe from the dome and the internal
delivery pipe ; if there is leakage, trouble will
ensue in getting the injector to start.
Another source of trouble is the leaking of union
nut joints, which allows air to be drawn into the
suction-pipe. One of the most common faults
with some injectors is due to the steam valves
and top clacks blowing through owing to defective
seatings the water in the feed pipe becomes
;

heated and the injector will not lift it on account

of a reduced vacuum in the combining cone, the
result being a great waste at the overflow.
Over-twist of the feed-cock rods and handle is
another reason for failure, as it prevents the feed-
plug from opening properly, and the injector will
then keep flying off on account of not getting
sufficient water.
Another cause of unsatisfactory working is
the impurity of the water supply, which leads to
scale being deposited on the cones, with a conse-
quent wastage at the overflow. Great care should
be exercised in cleaning injector cones that the
scale only is removed, as should they become
enlarged in the process they will get out of pro-
portion and cease to act properly.
Serious failure can result from the top-clack
refusing to return to its seat this is generally
;

due to the dirty condition of the water in the

tanks, and care should be taken to remedy this,
as particles of rust, pieces of wood and waste,
etc., if allowed to collect may work through the
sieve and pass to the clack and jam it.
On those lines using the water pick-up another
drawback is introduced by the tendency for fallen
leaves and other matter to lodge in the water
troughs they are picked up by the scoop and
;

deposited in the tender tank with the water, where

they gradually accumulate about the outlet pipe
and choke up the sieve the injector then fails
;

owing to a deficient water supply.

—
Contracts. The Empire Roller Bearings Co., of
Westminster, has secured an order for 320 axle-boxes
to be fitted to 80 heavy goods wagons for Calcutta.

52 The Locomotive Magazine.
REV I EW S.
"The Engineers' Pocket Dictionary."
English. By M. Lvoff. London: Percival
Marshall & Co., 26-2^. Poppins' Court, Fleet
Street, E.C. Price is. 6d.
This one of the most useful little desk companions
is
we have and should prove of great value to
received,
engineers requiring its help. Arranged in a convenient
form with reference letters at th(^ margin, almost any
French technical term can be translated immediately.
We look forward to an English French dictionary — and Hudson River RR., and others since supplied to
from the same author.
" Swingle's Modern Locomotive Engineering
Handybook." Chicago Frederick J. Drake & Co.
: fourth book deals exclusively with " Walschaert Valve
London: The Locomotive Publishing Co., Ltd.
Price I2S. 6d.
Auseful handbook on the modern locomotive, con-
sisting of 626 pages of reading matter and illustrations,
besides numerous folded diagrams and charts. The
primary features of the operation of the locomotive are
first treated upon, and the discussion gradually
progresses through the various stages necessary for the
education of a young engineer. At the end of the book
a number of questions are given, which the student
should be able to answer after reading it. Although
almost strictly American, we recommend this work to
those desirous of following the construction of the up-
to-date locomotive.
" A Tour over the Pioneer Railway of Canada."
By John Wardle. Zy«</ci// .
The Railway Publishing
Co., Ltd. 6d. net.
This is quite a sumptuous little book, printed on art
paper and illustrated by many excellent photo, repro-
ductions, giving a history of the Grand Trunk Railway
from its incorporation in 1852 up to the present day,
but dealing more especially with its great development
during the last decade. There is an excellent large
coloured map showing the present extent of the G.T.R.
and the proposed route of the G.T. Pacific Ry., and the
accompanying letterpress describes the large centres of
population and commerce served by the system, with
illustrations. The engineering feats accomplished in
building the line are also described and illustrated,
including the St. Clair Tunnel, the bridge over the
Niagara Gorge, the " International " bridge at Fort Erie,
Buffalo, the Victoria Jubilee bridge over the St.
Lawrence at Montreal, etc. Separate chapters refer to
Ontario as a summer province and a home for the
settler, and these are amply illustrated by evidence of
the prosperity of the Dominion, and that province in
particular.
Messrs, George Newnes, Ltd., have forwarded
Part XIL of " A Technological and Scientific
Dictionary." This ranges in subjects from " Spring
Balance" to "Tides," so that the whole work bids fair
to conclude in the 14 parts originally planned. It will
form a most convenient and useful volume for reference
purposes when completed.
We have received " Practical Dynamo and Motor
Construction," No. 5 of Messrs. Percival Marshall &
Co.'s Practical Manuals, price is.
— —— .
March 15th, igo6.
London
We & Lloyd, the
have received from Messrs. Davis
representatives of the American Locomotive
French Co., New York, U.S.'A., a further series of their little
hand-books, similar to the " Records of Recent Con-
struction," to which frequent reference has been made
in these columns. This latest series comprises
" Louisiana Purchase Exposition," a record of the
various notable locomotives exhibited in 1904 by the
company two other booklets deal exhaustively with
;
separate exhibits at St. Louis, namely, the " Cole Four-
cylinder Compound," built for the New York Central
the Erie and Pennsylvania Railroads, and the huge
" Mallet Articulated Compound," built for the B. & O. RR.
(this was illustrated in our issue of October, 1904). A
Gear," and is copiously illustrated with locomotives so
fittedand with detail drawings of the mechanism. One
booklet is devoted to sets of most valuable and instruc-
tive tables, giving figures on "Train Resistance and
Power of Locomotives," a compendium of matter that
alllocomotive engineers should file for reference. The
last book of the present series deals with the " Atlantic
Steam Shovel, "asteam navvy built by the company for the
Atlantic Equipment Co., of 111, Broadway, New York.
Consett Iron Company, Limited, Con.sett. A
booklet advertising the specialities manufactured by
this well known firm. Useful tables are included.
CORRESPONDENCE.
Steam Locomotives of the Metropolitan
District Ry.
To the Editor of the ''•Locomotive Magazine."
—
Dear Sir, With reference to the dimensions given
near the bottom of the first column of page 4 of your
issue of January 15th, the outside dimensions of the
side tanks were as follows :
—
—
Nos. 1-24 is-ft. 6-in. by 3-ft. yf-in. by 2-ft. o^-in.
„ 25-54— 15-ft. by 3-ft. yj-in- by 2-ft. 2-in.
The coal bunkers of Nos, 25-54 are also wider in
proportion. YourS — truly, Frank S. Hennell. -
Kensington, W.
The locomotive MAGAZINE.
No. — — March
163. : 15th, 1906.
PUBLISHED BY THE
LOCOMOTIVE PUBLISHING COMPANY, Limited,
3. Amen Corner, Paternoster Row, London, E.C.
Telegrams : Locomotive Magazine, London. Telephone No. 3628 Central.
New York— The Derry-Collard Compact, 256-7, Broadway.
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Antwerp— 0. Fokst. 69. Place de Meir.
Amsterdam — J Acs. G. Robbers, 64, Nieuwe Zijds, Voorburgwal.
Bombay — D. B. Taraporevala. Sons & Co.
Tokyo— R. KiNOSHiTA, 17, XTnemkcho, Kyobashiku.
Subscriptions, Ordinary Edition, 3s. per annum, post
I free.
Jill parts of tbe world Art Paper Edition, 4s. per innum, post
i
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TH^ irOgomoTioe
Vol. XII. APRIL
RAILWAY NOTES
Great Western Ry. — The engines latest of
the No. 3 1 1 1 class, large 2-6-2 double end tanks,
turned out at Swindon are Nos. 3 1 38-3 48. This
1
type was illustrated in our issue for August, 1905.
Ten of the 4-4-2 class are in course of con-
struction, No. 2221, which is here illustrated,
having been already completed.
No. 97, the first of the " Consolidations," has
recently been modified so as to be similar to the
No. 2801 class.
The six-coupled shunting tank engine No. 2016
has recently been provided with a continuous
handrail and footboard along the whole length
By cfnirtetty of Tex-\viikf,l 4-4-2 Ta.nk
of the engine, thereby enabling the use of a
" shunting tender " to be dispensed with.
One side of the motion of the old broad gauge
veteran " Lord of the Isles " has been presented
to the Swindon Technical School, and has been
set up in one of the class rooms.
The new engine sheds on Old Oak Common,
referred to in our issue of August, last year, were
occupied on March 17th, and the old sheds at
Westbourne Park are now being demolished. It
will be remembered that we illustrated and des-
cribed them in our issue of May 30th, 1903.
Messrs. Kerr, Stuart & Co., Ltd., have delivered
nine of the twelve motor coaches they are building
for the G.W.R., and the Gloucester Railway
Carriage & Wagon Co., Ltd., have delivered three
out of a total of eight.
. "
(pflGflzine.
14th, 1906. No. 164.
London & North Western Ry. —The latest
engines of the "Experiment" class are Nos 1669
" City of Glasgow," 165 " City of Lichfield," 828
" City of Liverpool," 978 " City of London, 1405
"City of Manchester," and 1575 "City of Paris."
This completes an order for ten.
Following are the latest of the " Precursor
type: Nos. 723 "Coptic," 837 "Friar," 1312
"Ionic," 1387 "Lang Meg" and 1642 "Lapwing."
An entirely new type of passenger tank engine
is contemplated, having "Precursor" dimensions,
but with 6-ft. wheels. The first is expected in
service during the current month.
Nos. 1038, 1223 and 1884 are the latest four-
cylinder compound eight-coupled mineral engines
Locomotive No. 2221, Grk.it Wksterx Ry. Gt. Western Ry. Magazine.
to be converted inio " Consolidations," as illus-
trated in our issue of March, 1905.
The following 4-ft. 3-in. tender mineral engines
of Mr. Webb's design have recently been con-
verted to saddle tanks Nos. 1348, 2071, 2079 and
:
2 lOI
Among recent withdrawals from service are
the following: Nos. 165 "Star," 565 "Napoleon,"
and 723 "Clive" (7-ft. 6-in. singles]; 1311
"Celtic" and 13 12 "Gaelic" (7-ft. compounds);
526 "Scottish Chief" (" Greater Britain " class) ;
893, 878, 1074, 1357 and 2513 (4-ft. 6-in. double
end tanks) and 1387, 1405, 1575 and 1642
;
(special Dx
goods). A
correspondent informs
us that an old Dx goods engine is now work-
ing on the Malines-Terneuzen Railway in the
Netherlands.
 54 The Locomotive Magazine.
—
Midland Ry. The accompanying illustration
shows an interesting adaptation of old stock to
the growing needs for a rail motor coach service
on branch lines. It represents the motor train
now working on the Melbourne, Ripley and
Wirksworth branch of the above railway, and
covering about 100 miles per day. The engine.
No. 10, is one of the bogie tank locomotives built
some years ago for the Yarmouth & North Norfolk
(now Mid. & G. N. Jt.) Ry. by Messrs. Hud-
swell, Clarke & Co., Ltd., and is painted the
original yellow colour, with a brass steam dome,
though some Midland details have since been
added. The coach is equally interesting, being
an old Pullman car fitted with side seats. In
Fhoto by] BouiE Tank Locomotive No. 10, Mid.
order to be able to work the train in either
direction a double wire cord runs through the
car to the back end, which is connected to the
regulator handle. There are other cords for the
whistle and the vacuum brake, and a novelty
consists in the introduction of a gong and dial
similar to those used on shipboard, to allow of
communication between driver and fireman when
running coach first. Another engine, No. 40,
has been similarly adapted.
Ten new compound passenger locomotives
similar to No. 1000 are to be built, and ten goods
engines of No. 240 class with large boilers are
now being built at Derby, Nos. 275-279 being
already at work. Nos. 156 and 2200, 7 -ft.
coupled engines, have been rebuilt with new
boilers similar to that of No. 2185, described in
our last issue.
April 14th, 1906.
Great Central & Great Western Joint Ry.
— On the 24th ult., by the courtesy of Mr. Ernest
Benedict, the secretary of the Tramways and
Light Railways Association, we had the pleasure
of accompanying members of that body on their
visit to the new railway constructed through
Middlesex and Buckinghamshire, and joining
the Great Central and Great Western main lines.
The trip comprised a journey from Marylebone
to Grendon Underwood, returning via Aylesbury
to Neasden, where a stay was made for inspection
of the power station of the Metropolitan Ry,
The construction of this new line was fully
described and illustrated in our issues ot Novem-
ber 7th, 14th and 2ist, 1903, and other references
& G. N. Jt. Ey., and Pullman Car, now working a Local Service, Midland Ry. [J. Watterston.
to its progress have been made at frequent inter-
vals since then. was opened for goods traffic
It
between Neasden Junction and Grendon Under-
wood on November 20th last year, but the
inauguration of the line for passenger traffic did
not take place until the 2nd of the present month.
Thirty-six locomotives and one rail motor coach
are now stationed at Neasden. No. i rail motor
coach runs between Aylesbury and Verney Jn.
Alexandra Docks and Ry. — Eight of the
ten-wheeled six-coupled locomotives of the
Mersey Ry., some with leading and trailing pony
trucks, and others with trailing bogies, have been
bought by this company. They have been over-
hauled at Newport, the condensing apparatus
removed, and cabs added over the footplates.
These engines are numbered 6 to 1 1 and 22 and 23.
 April 14th, 1906. The Locomotive Magazine,
Metropolitan Ry. — Ten of the electric loco-
motives built at the Saltley works of the Metro-
politan Amalgamated Carriage Co. are delivered
and in service on the St. John's Wood extension
line to Harrow.
Bar SI Light Ry. — An extension of this rail-
way, from Barsi to Tadwala, a distance of about
30 miles, is shortly to be opened for passenger
and goods traffic, the new portion lying almost
entirely in the dominions of the Nizam of Hyder-
abad. Other extensions are also contemplated
in addition to that from Barsi Road to Pandharpar
which is in hand, the consulting engineer of
the railway, Mr. Calthrop, being now on a visit
to India.
Great Northern Ry. (Ireland).
numbers and names of the latest four-coupled
bogie passenger engines built by the North
FouR-coui'i.ED Booit Passkngkr Locomotive No. 67 "
British Locomotive Co., Ltd., are Nos. 113
"Neptune," 114 " Theseus," and 157 " Orpheus."
Two new four-coupled bogie express engines
have also been delivered by Messrs. Beyer,
Peacock & Co., Ltd., Nos. 106 " Tornado " and
107 " Cyclone." They are enlarged examples of
the No. 70 class, and are intended to work the
Deny mail trains. Two others, but with 5 -ft. 6-in.
wheels, are Nos. 104 " Avoca " and 105 " Foyle."
Several of the small four-coupled bogie tanks of
No. I class are about to be converted into motor
coach engines.
London & South Western Ry. The new — paire boiler.
mixedtraffic engines now in course of construc-
tion will bear Nos. 174-5, 407-414- New tank
engines rapidly approaching completion at
Nine Elms bear Nos. 56-60.
Three new rail motor coaches, with vestibule
trailer cars, have been ordered for the Plymouth
district. They are to be suppled with Stone's
system of electric lighting.
55
NEW LOCOMOTIVES, DUBLIN,
WICKLOW & WEXFORD RY.
The illustration shows one of two new
passenger locomotives recently built for service
They are numbered and named
on this railway.
respectively, 67 "Rathmore" and 68 " Rath-
coole," and were designed by Mr. R. Cronin,
locomotive superintendent of the line, for working
the "Limited" mail between Bray and Wexford,
making the double run of 161 miles every day.
Following are the leading dimensions cylinders :
1 8-in. in diameter by 26-in. stroke; diameter of
bogie and coupled wheels, 3-ft. 3-in. and 6-ft. i-in.
respectively; rigid wheelbase 8-ft. lo-in. total ;
2 1 -ft. 7-in. diameter of boiler barrel, outside,
;
— The 4-ft. 6f-in., length lo-ft. 3-in. outside firebox ;
6-ft. by 4-ft. 5j-in.; number of tubes 223, dia-
meter outside if-in. heating surface: firebox
;
Rathmohe," Dublin, "Wicklow & "Wexford Ry.
1 18.5 sq. ft., tubes 1074.7 sq. ft.; total 1 193.2
sq. ft. ; grate area 20 sq. ft. boiler pressure
;
175 lbs. per sq. in. weight of engine in working
;
order 45 tons 3 cwt. on coupled wheels 29 tons
;
18 cwt. 2 qrs. Tender diameter of wheels 3-ft.
:
8^-in. wheelbase 12-ft. capacity of tanks 2600
; ;
gallons coal 3^ tons weight loaded 30 tons 8 cwt.
; ;
3 qrs. A
double-end tank of the same dimensions
as No. 8 " St. Brendan," but with a Belpaire
firebox, is in course of construction at the Canal
Street Works to replace No. 29, old single wheel
well tank. No. 57, one of the smaller bogie
passenger engines, is being supplied with a Bel-
A
steam rail motor coach service is
being contemplated between Westland Row and
Kingstown, to compete with the electric trams.
The Schull & Skibbereen Tramway &
Light Railway Co. have ordered from INIessrs.
Peckett & Sons, Bristol, a new four-wheels
coupled bogie locomotive for their increasing
traffic. It has all the latest improvements.
 56 The Locomotive Magazine. April 14th, igo6.

CORRESPONDENCE. and he had a great repute as a fast driver. His engine

" Lightning " was under repair and " Perseus " supplied
Recent Locomotives of the Belgian State its place.
Railways. An enterprising photographer, whose place of business
To the Editor of" The Locomotive Magazine." was close to the Royal Oak, was speedily on the spot
and took a photograph of the wreck, possibly this being
Dear Sir, —With reference to the description of the
one you have reproduced. It is said that he had only
above-mentioned in your last issue, page 46, in which
printed a few copies, when an official of the railway
you state that Bourdon mechanical telescopompes are
company called and politely asked if he might see the
employed for lubricating the cylinders, I beg to state
negative. When it was placed in his hands he promptly
that 28 engines of Type 8 are furnished with my
smashed it. If this be true you are to be congratulated
—
mechanical oil pump. Yours truly,
on obtaining one of the few copies.
Vienna, March 20th, 1906. Alex. Friedmann.
It is said also that a tarpaulin was quickly thrown over

A Broad Gauge Boiler Explosion. the engine that she might be whisked away to Swindon
without further risk of being photographed, but the
To the Editor of" The Locomotive Magazine.'^
coroner sternly ordered her to be brought back, which
Sir, —
I read with great interest your account in last was accordingly done.
issue of the explosion of the " Perseus," which I very Some of the brass work of the " Perseus " fell in
well remember. I have some records of the inquest Westbourne Terrace North, a distance I should imagine
—
and Government inquiry the latter was held by Capt. of three-quarters of a mile from the wreck. Before the
(now Sir Henry) Tyler. The names of those killed building of Westbourne Park Station, the locality was
were John Elridge, James Wilson and Christopher known as Mileage, and a long ticket-collecting platform
Thomas, cleaners. The engineman was John used by most of the trains stood there. One of the
Thompson, a celebrated character on the G.W.R., afternoon trains was always drawn up by a Swindon
commonly called " Hell Fire Jack," and he said he engine, which was booked to leave Paddington so
drove the engine up the previous day from Swindon to shortly again that the shunting engine from Paddington
London with a pressure of 150 lbs., but did not observe used to be sent out to take the train in from Mileage,
anything wrong with the boiler, and made a note in the in order that the train engine might be taken off and so
report book as to spme slight repairs to other parts. have time to turn and refill with coal and water.
The engine was being got ready for a passenger train Forgive this gossip of the day it may assist some ;

and not a pilot. day in the writing of history. Yours faithfully, —

Mr. Gooch's theory about hydraulic testing is surely March 19th, 1906. G. S. E.
a thing of the past. Former explosions I remember
were those of the " Steropes," at Bull's Bridge driver — To the Editor of"' The Locomotive Magazine.'^
Richard Denham slightly injured 7-ft. single passenger
—
;

engine " Actajon," at Gloucester driver I. Brown and

the third a similar engine, " Leopard," at Bristol I
;
Dear Sir, —
return the above interesting notes, and
I
am obliged by your letting me see them.
think, but I have not the dates. Anyway, they were all I should say that the statement that the engine had
in the " fifties," before I left Swindon in 1857. I" the worked at 135 lbs. the day before the accident was a
two latter instances no one was injured. Yours — misprint for 115 lbs. 1 collated several newspaper
faithfully, T. Houghton Wright. accounts, and they all said 115 besides, it is very un-
:

March 23rd, 1906. likely that a boiler 12 years old built for 20 would and i

be run at 135.
To the Editor of " The Locomotive Magazine.''
I have looked up Bradshaw for November, 1862, and
Sir, —With regard to the explosion of the boiler of find that the morning express to Bristol and the west
my friend " Perseus," the following may be of interest. left Paddington at 9.15.
It was stated at the inquest that the engine had taken No
such train as the 10.00 to Swindon can be traced.
on the previous day the 9.00 a.m. or 9.15 a.m. express It was mentioned in some of the newspapers, but I left
train from Paddington to Bristol —
I forget the exact out the statement specially, because Bradshaw did not
—
time at which that train then started and that she had support it.

worked that train at a pressure of 135 lbs. On the day The 9.00 p.m. special Post Office, train, afterwards
of the explosion she was to have piloted the 6 a.m. known as the "Limited Mail," was not then running,
passenger train out, and afterwards the 10 a.m. train to or if it was it took no passengers, as Bradshaw has not
Swindon. The 6 a.m. was nearly always piloted out, got The up mail was due in at 4.35.
it.

both engines being Gooch's 8-ft. singles
In those days the engine of that particular link took
a later train each day, finishing with the 8.10 p.m. mail
train, as it was called —
though by that time a special
Post Office train ran at 9.00 p.m. I think, reaching home
The6.00 a.m. was the third class, or " Parly,"
stopping at all stations beyond Didcot, and was the
only third class train by which one could get down to
the West in the day. This accounts for the piloting, as
it was probably the heaviest and most profitable train

at 4.00 or 4.30 the next morning. They had the next of the lot.
day for the shed, and began work on the following distance from the shed to Westbourne Terrace
The
morning with the 6 a.m. North, on the map, is half-a-mile good measurement.
The driver of the "Lightning" was to drive the The afternoon trains alluded to were probably the up
"Perseus" at the time, and owing to his being a few express " Dutchman," due at 3.00 p.m., and the 3.30
minutes late in coming to his work on the eventful down. —Yours faithfully, W. B. Paley.
morning his life was saved. His name was Thompson March 26th, 1906. (Writer of the article.)
 April 14th, igo6. The Locomotive Magazine.
NORTH EASTERN LOCOMOTIVE
RUNNING.
By the courtesy of Mr. Wilson Worsdell, the
chief mechanical engineer of the N. E. Ry.,
the writer recently had the privilege of travelling
upon the footplate of the locomotive hauling the
express leaving Newcastle for the South at
10.30 a.m. This train'runs through to York with
one stop at Darlington, in i hr. 35 min. As the
distance is 80 miles 48 chains, the average speed,
excluding the stop, works out at about 54 miles
per hour. In practice, however, to keep time this
speed is considerably exceeded, especially after
leaving Darlington.
On the occasion referred to, the train, which
consisted of 12 vehicles, six of them carried on
six-wheeled bogies and four on four-wheeled
bogies, left Newcastle, Central, sharp on time,
hauled by the " Atlantic " type (class " V ")
locomotive No. 784, and driven by William
Johnson, of Gateshead. No difficulty was ex-
perienced in getting away on the curve in the
station, and the train accelerated rapidly over
the High Level Bridge. Gateshead yard was
passed at reduced speed owing to the awkward
turn on to a temporary deviation of the main
line necessitated by the construction of a big
skew bridge over the Dunston to Gateshead
extension line. After a little down grade comes an
almost continuous 10 mile ascent to Piawsworth,
but splendid headway was made, especially on
57
the very stiff incline leading to Relly Mill Junc-
tion beyond Durham Darlington was reached
;
punctually at 11. 14, an excellent stop being
made with the quick-acting air brakes. The
engine had evidently a large margin of power
and easily maintained the speed with the heavy
train behind, although the rate ot expansion was
kept at a low figure.
Soon after clearing Darlington at 1.18, water 1
was taken from the troughs between Danby
Wiske and Northallerton, and then a test of
784's speed capabilities was taken. ran at We
over 79 miles an hour, with apparently but little
visible effort on the part of the locomotive, the
needle of the gauge keeping steadily about the
200 lbs. pressure per sq. inch. To maintain this
with the 2,500 sq. ft. of heating surface available,
the fireman naturally had to work pretty hard, but
he was an old hand and kept his fire clean and
bright, whilst he managed to find time to call
attention to interesting objects along the line.
The comfort of the men is well looked after on
these engines indeed this remark applies to all
;
North Eastern locomotives. On each side of the
cab is a comfortable wooden seat with cushions.
The driver, with his seat on the right hand side,
has all the handles he requires to operate within
easy reach when running, however, he seldom sits
;
down, but keeps on the alert, watching for the
signals, the high-pitched long boiler being an
obstacle when seated.
Durham coal, which is fairly soft, was burned
 The Locomotive Magazine,
with but little smoke, the result being no doubt
due to a well-arranged brick arch inside the fire-
box, with proper admission of air through the
fire.
Thirsk was passed at 11. 41 and Alne 11.52.
Just before the latter we came on the 6 mile
— —
section of the line Pilmoor to Tollerton which
is equipped with the " Hall " automatic signals,
and it was curious to notice the semaphores fly
to the horizontal position immediately the engine
came abreast of the posts. York race specials
in front accounted for two slackenings as we
got near that city; finally we were pulled up
outside the station at 12.03, the 44 miles from
Darlington having just occupied 45 minutes.
The engines of this class are effective and
economical and perform their share of the heavy
traffic of the line, without the drawback of
"double heading." It yet remains to be seen
whether more work can be got from them by the
adoption of compounding, and Mr. Worsdell will
shortly put the problem to practical test by
having two four-cylinder compound locomotives
of the "Atlantic" type at work for the summer
traffic of 1906, as we announced in our Notes
some time back. We might add that one
modification is being made to engines already
running, which will no doubt tend to economise
fuel and save work for the firemen, and that is
the adoption of exhaust steam injectors. Several
engines have already been so fitted. We can
say from observation, and it is confirmed by the
officials of railways where injectors of this type
liave been adopted, that a considerable economy of
fuel is effected. Of course the apparatus must
be well looked after to secure such excellent
results.
Another interesting run was made from New-
castle to Edinburgh and back, on the footplate of
one of Mr. Worsdell's " R " class of four-coupled
bogie express engines. No. 2026, driver C. Gill,
of Gateshead.
The down journey was made on the 1 1.08 a.m.
ex Newcastle, which is a continuation of the
8.50 a.m. train from Leeds. The train started
from Newcastle 17 minutes behind time, with
seven bogie coaches on, but quickly began to
pick up over the first 35 miles, which is a fairly
easy stretch. At Morpeth there is a sharp curve,
and steam was shut off, and a slight application of
the quick-acting air brake brought speed down.
There are some very curved portions on this
line, and it hardly seems credible that this is the
same road over which railway races have been
run. Water was taken from the troughs south
of Belford station. At Alnmouth the line forms
nearly a semi-circle, and here, to make things
worse, the 3^ mile Longhoughton bank starts at
I in 170. There was a tremendous head wind
all the way, and as we neared the Border Bridge
April 14th, 1906.
heavy seas could be seen breaking over the
Tweedmouth breakwater, but No. 2026 managed
to make up six minutes in the 66 miles run, and
to do this we had averaged a mile a minute so far.
Slackening for Berwick station at 12.24 we
were soon on the North British metals, and the
difiverence was noticeable. On the N.E.R. the
elastic roadbed, and it may be the packing of
the sleepers, tend to reduce shocks, while on the
N.B. the large size broken stone ballast appears
to make the line more rigid the rail joints too
;
seem to make themselves apparent, and inclined
one to think the engine was not well balanced,
whereas previous experience had proved this to
be perfect. The climb, at i in 190 in places, to
Grant's House, was spoilt by slowing for relaying,
but over the summit a spurt was made down the
steep bank through Dunbar. Getting into
Haddingtonshire, the mining subsidences which
have caused so much trouble of late, brought us
to dead slow at Seton crossing between Long-
niddry and Prestonpans. We
soon got away
again and steamed into Waverley 12 minutes
behind time.
On the return run with the same engine on
the 6.25 (6.27 booked time) ex Waverley, the
heavy fish traffic had necessitated the running of
a minutes before our train
relief special just 15
time. Although this spoilt the run, it reduced
the load to only 9 coaches, and whilst the road
is heavier for an up train than a down, we made
such good speed that when we reached the foot
of the heavy i in 96 four mile bank at Cock-
burnspath, the signal for the section to Grant's
House was against us. The driver seized the
opportunity to tighten up his smokebox door, and
when we got the " signal," made a splendid run
uphill to the summit. We
then bustled into
Berwick, 16 miles in 15 minutes. After leaving
the Border City we had several checks for
signals in fact we were following the fish train
;
so close that we were only able to obtain a small
quantity of water at Belford troughs, but we
made the most of our chances and got through
to Newcastle only five minutes behind schedule.
—
Roller Bearings. In a discussion upon a paper
read before the Scientific Society of the Technical
College of Glasgow on " Forced lubrication " on the
17th of last month, it was stated that the roller bearings
supplied by the Empire Roller Bearings Co. for Messrs.
Nobel's explosive factory were giving the greatest
satisfaction. One of the bearings was taken out and
examined the day before the lecture and was found in
perfect condition, and this after about ten months hard
running. It was also stated that Messrs. Nobel's were
working 19 cartridge-packing machines from their
engine, but by the addition of these roller bearings they
had increased this number to 46 machines with only an
increase of 2 h.p., while their oil bill had been only
one-tenth of what it previously was.
 ;

April 14th, 1906. The Locomotive Magazine, 59

Six-coupled Bogif, Locomotive for 2-ft. Gauge, Cwt. Govkrnment Rvs.

NARROW GAUGE LOCOMOTIVE, CAPE length of engine and tender over buffers,

GOVERNMENT RAILWAYS. 44-ft. 5-in.

The cabs are provided with seats for driver
The accompanying photo-reproduction, for and fireman, sight-feed lubricators, and vacuum
which we are indebted to the builders, Messrs. and steam brake fittings two 6 mm. Holden
;

W. G. Bagnall, Ltd., of Stafford, illustrates one
of several locomotives built for service on the
2- ft. gauge Kalabas Kraal- Hopefield section of
the C. G. Rys., to designs issued by Messrs.
Gregory & Eyles, Sir Douglas Fox & Partners,
and Sir Charles Metcalfe, Bart. they were con-;
structed under the supervision of Messrs. Sir
Douglas Fox & Partners.
These engines have the following leading
dimensions: cylinders ii|-in. diameter by i6-in.
stroke, cast in the form of stays to carry the
front end of the boiler diameter of bogie wheels
;
& Brooks' combination injectors are provided.
The valves are above the cylinders and are
actuated by rocking shafts and ordinary
Stephenson valve gear. It might be mentioned
that, as originally designed, the engines were to
be provided with two-wheeled Bissel trucks,
but were afterwards altered to have four-wheeled
bogies, as shown. The centre pair of driving
wheels are flangeless.

i-ft. lo-in., and of coupled wheels 2-ft. g-in.

rigid wheelbase 6-ft. 6-in., total wheelbase of
engine lo-ft., total length of engine over buffer
beams 21-ft. 4|-in., bar frames 3-in. by 3-in.,
length of boiler barrel lo-ft. 4^f-in., diameter
3- ft. 3-in., built of plates number of tubes 68,
;

diameter 2 -in. heating surface

; firebox 40.47
:

sq.ft., tubes 380.86 sq. ft., total 421.33 sq.ft.;

grate area 7.6 sq. ft. two Crosby "pop" safety
;

valves to blow off at 180 lbs. per sq. in.

The tenders are carried on two four-wheeled
bogies and have a capacity for 1,500 gallons of
water and 5 tons of coal the tank is fitted with
;

a water gauge, and is of the horse-shoe type. Both

steam and hand brakes are provided.
Other dimensions are height of boiler centre
:

above rails 4-ft. 8j\-in., height from rails to top —

The Royal Visit to India. The Royal train
of chimney 10-ft. 4i:-in. weight of engine 20
; leaving Bhatundo for Lahore on November 28th,
tons 5 cwt., of which 16 tons 15 cwt. is on the headed by two of the S. P. class passenger
coupled wheels weight of tender, iq tons total
; ; engines. North Western Ry. of India.
 6o The Locomotive Magazine.
THE DUKE OF PORTLAND'S
TRA M WA Y.
This line, which according to the National
Almanac of 1843, was the earliest public railway
in Scotland, and which, as the Kilmarnock and
Troon Railway, was acquired some few years ago
by the Glasgow & South Western Railway, was
situated in Ayrshire and extended from the Duke
Branch Line Bail and Ohaik, anu Main Line Tram Platk,
KfLMARNOCK & TrOON Ry.
of Portland's collieries at Kilmarnock, to Troon
Harbour, a distance of miles, following for
the most part the course of the present line of the
G.& S.W.R. from Kilmarnock via Dry bridge to
Barassie Junction, on the main line to Ayr. The
date of the Act authorising the line was 1808,
and the opening ceremony took place in 18 10.
The engineer of the line was William Jessop,
famous for his canal building, and the originator
of edge rails suitable for flanged wheels, which he
first introduced as far back as 1789, at Lough-
borough in Leicestershire. At the time of laying
the tramway now under notice, however, he was
in partnership with Benjamin Outram, and it was
no doubt owing to his partner's well-known pre-
dilection for flanged plate-ways, as allowing of
the use both of rail road and ordinary road
vehicles, that this Scottish tramway was laid with
plate-ways. The cost of building the line was
about ^45,000, and the principal shareholders
were the Duke of Portland, Lord Eglinton and
Lord Justice General Boyle. The Duke, who
owned the harbour at Troon in addition to the
collieries at Kilmarnock, obtained at the same
date powers to make graving docks, wharves and
other works in connection with the railway
terminus at Troon.
The line consisted of a double track, laid with
flanged cast iron tram plates, each weighing
about 40 lbs., and from 2-ft. 4-in. to 3-ft. long,
bolted to stone sleepers. It is said that upwards
of 70,000 sleepers were used, costing 6d. apiece,
and each consisting of a solid whinstone block
April 14th, 1906.
from 9-in. to 2- in. thick and about 1 2-in. square.
1
The method of attachment of the rails was as
follows a circular hole was made in the stone
:
into which a wooden wedge was driven, and this
received an iron pin having a square head which
fitted into slots made at the ends of the rails,
each pin thus holding down the adjacent ends of
two rails. The pins were countersunk so that
the heads were level with the running surface of
the rails when driven home. The accompanying
photo reproduction shows a portion of one of the
original tram plates, and illustrates the slotted
end as described. The gauge of the railway was
4-ft. measured outside the flanges of the plates,
and the plates had a width of tread of 4-in.
There were no tie rods to hold the line in gauge.
A branch line about z\ miles long joined the
Fairlie collieries to Drybridge. This line had a
gauge of 3-ft. 4-in., and differed from the" main "
line in being laid with single headed fish bellied
rails. These had their ends resting in cast iron
chairs into which they were secured with wedges,
the chairs themselves being spiked to stone
sleepers. The photo reproduction above shows
also one of these rails with its chair. Apart
from the difference of gauge, which necessitated
transhipment of loads as between the " main "
and branch lines, the vehicles running on the
former had plain tyred wheels, whilst those on
the branch of course had flanged tyres.
BRIDGK, now UlSUStU, WHICH CAERIEU THE TrAMWAY ACROSS THE RiVEK
Iktine between Gatehead and Dhybridge Stations, G. & S. "W. Ey.
The line was originally intended for horse
traction only, but it is of historic importance to
mention that the first steam locomotive put to
work in Scotland was supplied to this railway.
It was built on the spot by George Stephenson
to the order of the Duke of Portland, and was
the fourth locomotive he had constructed. It
had six wheels, the three axles being coupled
by means of sprocket wheels and endless chains,
and the cylinders, which were vertical, were
partly sunk in the boiler and operated transverse
• April 14th, 1906.

beams which transmitted motion to the wheels

by long connecting rods. The engine, which
was christened " Duke," was put into service in
81 7, and apparently worked
I

quite successfully,
weight was
Ihe Locomotive Magazine.

but its
far too great for
the track, and after it had
smashed a large number of
tram plates it was laid aside.
So far as can be ascertained,
poured upon it in the columns of that
periodical being constant. The original title of
the line was the Birmingham, Bristol & Thames
Junction, its object being to unite the London and
Birmingham and the Great Western with the
South Western districts of the Metropolis and
communicate with the Thames by means of the
Kensington Canal
junction being
at Warwick Road Basin, a
made with the L.& N.W.R. near
Kensal Green Cemetery. The North Western &
61

fairlie Coal Ticket for a similar engine afterwards Great Western became joint owners and the line
Wagoners, k. &t. rt. worked on the Gloucester and then started from near the present Willesden
Cheltenham plateway, with the name "Royal Junction and extended to Kensington High Road
William," and it is more than probable that this beyond Shepherd's Bush. At the level crossing
was the engine built for the Duke of Portland. two men were in charge of a short disc signal,
The wagons used on the main line weighed and a bar of wood was lowered across the line to
about f-ton empty and held about i\ ton, and act as a stop whenever a Great Western train
one horse was said to be able to haul three such passed on the main line. The Great Western Co.
wagons, or six of the smaller wagons used on the also had a signalman and a very tall signal
Fairlie branch line. On the main line, moreover, towards Ealing. The two signals were arranged
ordinary road carts and wagons were frequently to work relatively together.
used, but the roughness of their tyres and the
stones kicked up by the horses from the ballast
worked great havoc with the plate-rails. Though
the original Act did not contemplate the use of
the line for passenger traffic, two vehicles, one
being Willie Wight's "Caledonia," and the
other an open carriage known as " The Boat,"
somewhat similar to more modern tram-cars,
were employed to convey passengers between
Kilmarnock and Troon, shortly after the opening
of the line, at fares of is. for a single journey.
In 1837 a new Act was obtained to authorise
the conversion of the line for steam traction, and
on August 5th, 1839, the Glasgow, Paisley,
Kilmarnock and Ayr Ry. began to use a portion
of the old line. This railway, by amalgamation
with others, became the Glasgow and South
Western Ry. as from October 28th, 1850, and
after using this historic tramway for many years,
finally purchased it from the Duke of Portland's
trustees some few years ago.
Our illustrations show the two types of rails
Tunnel vnder Grand Junction Canal at the West London Junction,
already referred to, the bridge carrying the line THROCGH WHICH THE WeST LoNDON Ry. RAN.
across the River Irvine, and one of the Fairlie
coal-tickets supplied to the wagoners. Abad accident occurred at the crossing in
1855, owing to the employment of a signalman
who had " only two month's experience and to
WEST LONDON RAILWAY. whom the system of signalling had not been
properly explained." The crossing was done
An interesting historical link will shortly away with in 1859 ^^^d now the North Western end
disappear with the final filling in of the tunnel of the line passes over the Great Western main
by means of which the West London line from line and the Great Western end, passing under the
Willesden formerly ran below the Grand Junction West London, curves to the right and joins at
Canal and crossed the Great Western Rail- North Pole Junction. A detail with regard to
way on the level, 2| miles west of Paddington. this line which now belongs to forgotten history
According to Mr. G. P. Neele in his " Remin- is the use that was made of it by Brunei
iscences," this line in its early days had a in 1840 for experiments which resulted in the
somewhat notorious existence and in the fifties atmospheric system being tried on the South
was known as " Punch's Line," the ridicule Devon Railway.
 62 7he Locomotive Magazine, April 14th. iqo6

THE MECHANICAL CAUSES OF HOT bearing is composed of a pocket, or pockets, on

AXLE BOXES either side of the centre strip of white or anti-

friction metal. Now when the " brass " comes
A BY no means infrequent cause of delay to away from the moulder's hands as a rough
both passenger and goods trains is the heating casting it is subjected to a strong dry-blast in
of an axle or other bearing, entailing the stopping order to remove all the particles of sand which
of the train and changing of engine, or detaching may adhere to it. Unless this is very carefully
the coach or wagon, as the case may be, at some and thoroughly done, the lining of " tin," or
convenient point. With regard to engines, the white metal, with which the inside of the pockets
object of this article is to point out the usual is coated in preparation for the mass of white
mechanical causes of such heating or rather — metal afterwards poured in, will not "take"
overheating for — all bearings must heat to some uniformly and properly to the casting, though
extent through friction, though ventilation apparently the job would look all right. Then
nullifies it before harm is done. when the white metal is poured in and the
To understand the matter thoroughly it is " brass " finished off and set up in its place on
necessary first of all to examine the means of the axle journal ready for work, there remain
lubrication usually designed for axle-box require- interstices between the white metal and the
ments. Fig. I shows in brass which should not
all its essential points be there. Probably after
a common type of loco- a bit the pockets of
motive axlebox, con- metal will become loose
sisting of a cast-steel under the wsar and
frame, or box, fitted tear they are subjected
with channels at the to, and the oil on the
sides, so that it may journal will work in
move easily up^ and between them and the
down in the horns, the casting (as indicated
" brass " filling, which in Fig. 2 a.t a a) and
forms the bearing, and work out again, bring-
a "keep " below to main ing grains of sand and
tain the sides rigid and dirt along with it.
parallel and to form a Very soon these cut up
receptacle for the oil the smooth surface of
pad. Lubrication is the bearing, increasing
provided both from the the grittiness, and so
wells in the top of the the bearing begins to
box and from the aux- heat, the white metal
iliary box attached to to melt and dry into
Fig. 1. Fig. 2.
the engine framing the oil holes and chan-
above. The oil is syphoned from each by nels, filling them up and putting a stop to further
means of "trimmings" which fit in the copper lubrication and so completing the damage.
tubes, whilst their tails lie in the oil, which Even when the brass is clean and the
by absorption is continually fed on to the " trimming " adheres thoroughly all over, the
journal below. Now, if the trimming is not white metal will not, unless thoroughly heated
carefully and properly made it will either fit too to its proper heat, combine with the "trimming,"
tightly or too loosely in its tube, with the result and this again may be the cause of the pockets
that either the oil cannot syphon through or else of metal working loose and making the oil
it does so too quickly, the consequence in either gritty, with the same result.
case being the same, namely, that before an Over-heating has been found to result from
opportunity occurs for the driver to look at his one of the bolts that secure the sandboxes to the
boxes again the journal has overheated and framing working loose or being lost altogether.
begun to melt the white metal bearing, dragging Of course the sand begins to trickle out and is
the latter in its softened state over the oil holes caught by the wind and blo^n on to the boxes
and grooves, and so completing the damage. and motion, when it only requires a little time to
The size of the " trimming " is of course regu- work in with the oil and cause a hot bearing. A
lated by the size of the copper tubing, but it fourth cause will easily be improper or insufijcient
should be so made as to be a nice fit, easily fitting on or " bedding on " of the brass to the
movable up and down in the bore of the tube. journal, though this should never happen if the
A second possible cause lies in the " brass
"
foreman fitter or person responsible is particular
itself. As will be seen from Fig. 2, the actual in the work he passes as sound and good. A
 April i+th, 1906. The Locomotive Magazine,
brass should fit and fit well on to about one-third
of the circumference of the journal, which when
trying the brass on should be wiped over with
a very thin coating of red lead paint for
" marking " until the desired fit is obtained, and
then the remaining metal or brass beyond tne
one-third limit should be rasped away so as not to
come into contact with the journal at all.
workman not over particular about his work will
sometimes paint the red lead so thickly on the
journal as to deceive a careless inspection by
coming off on the " brass " as though the latter
fitted the journal as an eyelid fits an eye, whereas
probably it only " fits where it touches," as the
saying is.
Tes-couplkd Golsdorf Compound Goods Loco:\iotive, Austrian State Rys.
The oil groove should be made a good width,
a very good gauge for the same being one's
thumb, and the edges and those of the holes
should be well rounded off and countersunk.
A brass, besides fitting on the journal, should
also fit squarely on to it, that is to say, it should
not cause the box to tilt sideways, otherwise the
channels in which the hornplates fit will become
the seat of undue friction through the cross
corners of the box edges or wings rubbing against
the hornplates, which in a long run is quite
sufficient to start overheating, besides causing
the engine to " ride rough."
COMPOUND TEN-COUPLED LOCO.,
AUSTRIAN STATE RYS
We are indebted to our friend,
Herr Golsdorf,
for the accompanying photo-reproduction and
particulars of a large four-cylinder compound
2-10-0 type goods locomotive designed for pas-
senger service over the Arlberg division of the
Austrian State Rys. With the introduction of
dining cars and the large bogie passenger cars
63
in place of the older four-wheeled corridor stock,
there has been a need for double-heading over
the steepest section of that division, and Herr
Golsdorf has designed this huge machine, com-
pounded on his well-known system, for the pur-
pose of abolishing piloting.
The chief dimensions are as follows diameter :
A of high pressure cylinders 14^,-in. and of low
pressure 24|-in., stroke 28.}-in., diameter of lead-
ing truck wheels 3-ft. 4]-in., and of ten coupled
driving wheels 4-ft. 9-in., rigid wheelbase 21 -ft.
5|-in., total wheelbase 28-ft. sj-in.; boiler, diam-
eter of bdrrel 5-ft. 4-in. height of centre line
;
above rails g-ft. 5 |-in.; height to top of chimney
15-ft. ; 291 tubes i6-ft. 5-in. long by 2-in. diam-
eter; heating surface, firebox 166.84 sq.ft., tubes
1932.15 sq. ft., superheater 678.14 sq. ft., total
2777-13 sq. ft.; grate area 49.5 sq. ft.; boiler
pressure 235 lbs. per sq. in.; weight of engine,
empty 68 tons 18 cwt., and in working order
76 tons, of which 67 tons rest on the coupled
wheels. The cylinders, pistons, crossheads,
valve gear, leading wheels and many other parts
are interchangeable with those of the 2-6-2 pas-
senger locomotive illustrated in our issue of
March 15th, 1905.
This engine was built at the State Railway
Works in Vienna, and after a steam trial in the
shops, was painted and despatched to the Milan
Exposition, where it is exhibited with four other
types of Golsdorf compounds, respectively of the
4-4-2, 2-6-2, o-io-o and 0-8-0 types, similar to
engines already illustrated in the back issues
of this journal.
The Locomotives of the Great Eastern
Ry. —
The continuation of this history is un-
avoidably held over until the next issue, owing
to want of space.
 .

64 The Locomotive Magazine, April 14th, 1906.

COUPLING ROD BUSHES, and there is then

It used to be the universal custom to fit the
side or coupling rods of locomotives with half
brasses, held together in the eyes of the rod by
cotters. With these, when wear took place, it
was easy to take the brasses out and " let " them
together a little for adjustment the cotters
; together, although it is done on some railways.
could also be driven down. A
rod of this des-
cription is shown in Fig. i
Owing to the possibility of altering the centres
and thus doing harm by careless or improper
adjustment, and further on the score of economy
in material as well as in manufacture, it has now
become the almost invariable practice to fit the
little risk of its working loose
in running. Sometimes the bushes are provided
with flanges which project over on the outside
and cover the key. In the example given, a set-
screw also projects up into a hole drilled in the
bush, to further secure the bush from revolving.
It is not customary to use both key and set-screw
The next design, represented in Fig. 3, has
also a key, square in section, which is invisible
from either side of the rod end, as the keyways
do not go through. The groove in the rod is
made equal in depth to the flange on the bush,
and the key, being fixed in the bush, is forced
into place with it. Great care is needed in

Pig I.

Pig- 3

Fig. 4 Fig S Fig. 6 Fig. y

Examples op Coupling Rod Bushes.

ends with plain bushes, fitting in circular holes
in the rod ends this practice was started by the
; whether the fit is good or not, there is a tempta-
late Mr. John Ramsbottom, who was responsible
for many improvements in locomotive design,
especially in the matter of details. The only
precaution necessary with this class of rod end is
the prevention of a possibility of the bush
turning round in the hole, and thus obstructing
the oil-hole. Many and various methods of
removing this possibility are in vogue, as will
seen from the accompanying sketches. Fig. 2
shows a key dove-tailed into the rod and pro-
jecting into a key way in the bush. The form of
key illustrated can be fixed firmly in the rod,
fitting such a key, since, as it cannot be seen
tion on the part of the fitter to make it a free fit,
in order to ensure the bush being forced home.
There is, however, the incidental advantage that
it is practically impossible for the key to work
out in running.
Set screws in one form or another seem to be
the favourite means of securing bushes. Fig. 4
be shows a plain set screw without a key, and this
method is largely used. Fig. 5 shows a varia-
tion in which the oil-cup is loose, being screwed
into and not forged on the rod, as is the general
custom. The shank upon the oil-cup forms the

April 14th, 1906. The Locomotive Magazine.
pipe for conveying the oil, in addition to acting
as a set screw to hold the bush.
Another method of securing the bush is by
means of a taper pin fitting into a hole bored
half in the bush and half in the rod end. The
pins can be separate from the locking set screw,
as in Fig. 6, where the pin would be carefully
turned so as to be a good fit in the hole, which
itself would be rimered out after the bush had
been forced into place. The pin is made
sufficiently long to stand up a little into the
tapped portion at the upper end of the hole, so
that the end of the set screw presses it home and
locks it there.
Another pin has the set screw in one piece
with it, as shown in Fig. 7. The fitting would
be as carefully done as in the last described, but
would of course be effected by screwing the pin
home by means of the threaded upper portion.
Pins of this kind can be used in both vertical
and slanting positions.
Coupling rod bushes are usually of gunmetal,
generally quite plain, but sometimes fitted with
strips of white metal, or a lining of that metal
about iVii^- thick all over the wearing area.
The bushes should be pressed into position by
hydraulic power, and should require a pressure
of about 12 tons to force them home.
MORE RAILWAY REMINISCENCES.
In the diary of the late Sir Daniel Gooch, the
writer relates an experience he had at the opening
of the Great Western Railway through to Bristol.
There was but a single line of rails through the
Box tunnel and he started from the Bath end on
a locomotive to pass through and inspect works
at the other end. He had got well inside when
he saw the lights of a down train approaching
him. He immediately shut off steam, stopped
and reversed, just managing to run back in front
of the oncoming passenger train. The narrator
remarks that it was the closest shave he had
ever had.
In connection with the above-mentioned
gentleman's period of superintendence at Swindon
an amusing story is told of an old driver who had
been out one evening with his fireman and had
unfortunately been tempted to imbibe too freely.
Returning from their "bout" they came to a
doctor's red lamp which was shining out brightly
in the darkness. Our hero pulled up sharply
and refused to respond to his mate's endeavours
to get him along. " No, mate," he said " you
won't get me to pass that red light I've had
! a four year old. Counsel for the Company then
enough of being on the carpet before old Dan.
for passing signals at danger."
In the early days of oil firing on the G.E.R.,
coal gas tar in an undiluted state was often used
;
65
as fuel, and on one occasion old No. 251, the
experimental locomotive, got into difficulties one
night at owing to the flexible hose pipe
between the engine and tender becoming discon-
nected. As soon as he had stopped at the station,
Driver H. proceeded to lift the running board to
get at the pipes below and restore the connection.
The footplate of course was flooded with tar, and
whilst the driver was attempting to couple the
pipes a country porter came up to the engine,
mounted the cab and made an inspection to
ascertain the cause of the delay in restarting the
the train. Being in a jocular mood he thought
he would announce his presence by pushing
Driver H.'s cap off he did this and it fell on to
;
the footplate and became saturated with tar.
" Hullo ! what's up " ?
cried out the driver.
" Nothink, only a bit of a joak," simpered the
yokel. " Oh," said Driver H., " that's one bit of
the joak; here's the other bit," and suiting the
action to the words, he took up his tarred cap
and rubbed it across the countryman's face. There
was a lot of bath-brick, oil, and soap used at
during the following few days.
An amusing and interesting incident occurred
during the hearing of a rating appeal by one of
our railway companies in connection with the
assessment in a parish near London a few years
ago. An official of the company who had given
evidence in Court as to the value of the tenant's
capital in the shape of the rolling stock was
being cross-examined by Counsel for the parish ;
the case of a first class carriage supplied to the
Company 16 years previously at a cost of £1^2=)
and shown as of a value of ;^400 was gone into,
and Counsel asked as to whether the value ought
not to be much less after 1 6 years wear and tear
the witness replied that the carriage had been
well kept up and only a few years previously had
been thoroughly repaired and fitted with con-
tinuous brakes, compressed gas fittings, spring
roller blinds and other recent improvements and
turned out in as good condition as when new.
After several other pertinent questions, Counsel,
who was well coached, asked if it was not a fact
that the tenons of the door and side pillars and
the mortices in the bottom sides became decayed
and loose between wind and water as it were ;
the answer was "yes '
and that was carefully
looked into and where any defect existed the
end of the pillar was spliced with sound timber
and the tenon and mortice made good. Counsel
then said " Let us take the case of a tradesman's
horse," and asked if after 16 years work its value
would not be less than half what it was when
rose and said that it was not a fair comparison,
since one could not splice the legs of a horse.
The cross examination as to the carriage stock
was continued no more on that occasion.
 66 The Locomotive Magazine,
LOCOMOTIVE FIRING PAST AND
PRESENT.
The made by young firemen,
complaints, often
of the increased work required of them on the
large locomotives of to-day compared with that
demanded from their predecessors of the shovel
on the smaller engines of 30 years ago induces
us to offer a few remarks on the subject.
At the outset we would remark the fireman's
post in the " good old " days was no bed of roses,
no matter what old-time enthusiasts may declare
to the contrary. Without referring back to
ancient history and to locomotives with fire-
boxes unprovided with ashpans, minus sandboxes
and with cylinder cocks operated from the buffer
beams, we would make comparisons with the
engines running in the " seventies," when rail-
roading was rapidly assuming the scientific phase
it presents to-day. A cab was a rarity, the foot-
plates were inconvenient and uncomfortable, the
fittings badly arranged, lubrication was by plain
oil-cups and tallow-boxes requiring frequent
attention, the injector feed was a constant source
of trouble due to very "touchy " injectors, and the
boilers were often very " shy" of steam owing to
the limited firegrate and heating surface they pos-
sessed. The signalling, too, being in an imperfect
stage necessitated an anxiety quite unknown in
these days of automatic block sections. It is
doubtless true that the locomotive of 1870 did not
consume anything like the quantity of fuel per
mile run that is used by the larger machine of
1905, but on the other hand it was out on the
road longer, the fireman's hours were uncertain
and his trips irregular.
The locomotive of to-day, the result of great
experience and technical research, differs from
its precursor of yesterday in being a more refined
specimen of mechanism, much larger and more
powerful, and built with a commercial object in
—
view the haulage of a maximum tonnage at a
minimum of expense. With its commodious and
well-arranged cab and footplate, from which every
movement can be directed, it offers comfort to the
enginemen. Its large boiler with ample heating
surface ensures good steaming qualities and if
only a little skill is used in the firing, the total of
the duties demanded of the fireman will barely
exceed those required for the earlier examples.
It will haul double the load with ease and main-
tain a uniform speed. Its day's work is a heavy
but short one.
As noted above, to fire a modern giant requires
a skill on the part of the fireman quite uncalled for
years ago, and he should know something of the
elementary principles of combustion if he would
give satisfaction to his driver and save his own
labour. The fire must be kept to as uniform a
condition as possible. Medium applications of
April 14th, 1906.
coal at short intervals will prove the best system
to adopt and to keep a grate 8-ft. long well covered
it is necessary to adopt a methodical round of
firing. The fire should be carefully built up at
the start of the day's work, the corners of the
grate well filled and sides evenly coated, but the
centre left thin until the last. When the final
layer of coal is thrown in, care should be taken
to leave sufficient space under the brick-arch ; the
latter, if kept well hot with a bright fire below it,
will ensure the upper portion of the firebox being
at a high temperature — a necessary condition
for good combustion. The brick-arch really
forms a highly heated "baffle" in the firebox,
past which the imperfectly consumed products of
combustion of the fire are drawn for further
admixture and consumption prior to entering the
tubes of the boiler. When once the gases have
entered the tubes a reduction of temperature
ensues due to the surrounding water, and if com-
bustion is not completed before this occurs,
partial condensation takes place and smoke
results. Smoke prevents steaming, as it means
such a low temperature of the gases in the tubes.
The firebox tubeplate should always be distinctly
visible from the firedoor through the incandescent
gases passing above the brick-arch. A bright
and hot brick-arch will assist in keeping the tubes
clean, an important condition now small tubes
are so much used to secure large heating surfaces,
A good supply of nicely broken coal should be
prepared ready to hand before the start of the
train, and the fire worked into an even condition
early. It should be added to, a minute or two
before the regulator is opened, and again just
after that event, for the heavy blast of the engine
in full gear at starting will tend to lift and
" tear" the fire. It can, however, be relied upon
to " clean it " if the coal is not thrown on too
" heavy " and thus make a good commencement
for steady and continuous firing over a long run.
Whilst it is quite true the shovel will rarely be
out of the fireman's hands during the trip, the 150
miles or so of the average non-stop run of the
modern passenger train is soon " reeled " off.
The monster goods, although consuming perhaps
70 lbs. of coal per mile, takes it gradually and
continuously ; it does not pay to have these
engines standing in sidings for hours at a stretch.
Lubrication is all but automatic and the feed
water can be set to meet constant requirements ;
a steady feed will assist the good steaming of the
engine.
A heavy train will, as a rule, call for a heavy
fire, the later cut off in the cylinder augmenting
the blast and consequently the draught. The
grate should be kept as clear of clinker as is
possible and every attempt made to get rid of
dirt and ashes. When nearing the end of the
journey the fire should be allowed to burn off,
 —

April i+th, 1906. The Locomotive Magazine. 67

but care should be taken to prevent any holes REVIEWS.

developing for the admission of cold air, or leaky
tubes, stays, etc., are certain to result.
On arrival at the journey's end the fireman
should throw out the rubbish as soon as he can
and get the ashpan cleared.
Necessarily the grade of coal used will
materially affect the fireman's work, so also will
the amount of skill he employs in the use of it.
As much depends on the man and his methods
as on the fuel and the locomotive.
A SMOKE DEFLECTOR FOR
LOCOMOTIVES
One of the troubles of enginemen in charge
of modern locomotives with large boilers placed
high above the rails is the difficulty of maintain-
ing a lookout ahead through the cab windows.
" Practical Pattern Making." Edited by P. N.
Hasluck. London : Cassell & Co., 2/-.
This book presents the whole story of pattern making
in a convenient form of every day use, and compri.ses
the information recently published in a series of
The editor has been
articles in the columns of IVor/:.
careful to include the general principles and mo.st
practical factors to be kept in view, and this gives a
value the workman will The examples
appreciate.
chosen are those most be met in every day
likely to
practice in general engineering, while the large number
of very clear illustrations enable the descriptive matter
to be condensed without detriment. As a text book it
can be understood by anybody, and can be recom-
mended to pattern makers, foundry men and engineers
in general.
'•
Injectors : Their Theory, Construction and
Working." By W. W. F, Pullen. The Technical
Publishing Co., Ltd. Price 3/^ net.
This valuable little work has now reached its third
editon. Several additions have been made to the
descriptive matter, and the illustrations have been
brought thoroughly up to date.

" Eminent Engineers." By Dwight Goddard. IVew

Koik: The Derry Cdllard Co. London : The Locomo-
tive Publishing Co., Ltd. Price 7/6.
This beautifully produced book contains brief bio-
graphies of 32 of the inventors and engineers who did
most to further mechanical progress. The book is
—
divided into two parts European and American.

"The Locomotive Handbook, igo6." London: The

CRIDLAND'S
SMOKE DEFLECTOR
As Fitted to G.N.R. "Atlantic "
Locomotive No. 1410.
Owing to the shortness of the chimney necessitated
by the conditions mentioned above (in conjunc-
tion with a limited loading gauge, and the use of
Locomotive Publishing Co., Ltd.
This little book consists of qg pages of matter con-
taining useful memoranda and data for the use of
enginemen and others having to do with locomotive
running and management. Some proportion of the
subject meitter is a revised reprint of a series of articles
that ran through early numbers of this magazine under
the title of " Locomotive Running," and in addition a
number of tables and other memoranda are included in
the book, together with reproductions of the most
recent locomotive practice on the S. E. & C. R., and of
the popular chart of the G. C. R. Atlantic engine. It

high expanded steam) the cab windows become is an eminently practical treatise on locomotive running,
written by a practical man.
quite obscured by the steam and smoke that
swoop down over the edge of the chimney, and
the driver of a big engine (such as the G.N.R., Trade Catalogues, Pamphlets etc., received: —
N.E.R., L.B. & S.C.R. "Atlantics," and others of Kynoch, Ltd.,
,

Lion Works, Birmingham.

extreme boiler dimensions) has to spend most of
his time with his head outside the shelter of the
cab in order to catch sight of the signals properly.
To obviate this necessity, the device shown above
has been patented by Mr. J. F. S. Cridland,
whereby air is admitted into the outer casing of
a double chimney, from an opening in the front
of the smokebox, and drives the steam and smoke
well upwards, with a force more or less propor-
tioned to the speed of the engine. The air exit
is only at the hinder half of the circumference of
the chimney top, where it is most needed.
" Advan-
—
tages of the Kynoch suction gas plants."
Escher, Wyss & Co., Zurich, Switzerland, and
Ravensbury, Germany. —
Illustrations of turbines,
pumping engines, steam engines, launches, machines,
and refrigerators.
Brush Electrical Engineering Co., Loughborough. —
"The Brush Budget," March, 1906.
—
London & North Western Ry. " Four Welsh Spas";
Horse and Cattle Shows and Fairs.
Edward Baker, 14-16, John Bright St., Birmingham.
Catalogue No. 232 " Railroadiana," consisting of books,
pamphlets, maps, guides, time tables, etc., connected
with the origin, rise and development of railways.
 68 The Locomotive Magazine, April 14th, 1906.

NEW PASSENGER BRAKE VAN, modate 68 passengers they are made after the
;

GREAT INDIAN PENINSULA RY
A NUMBER of new carriages for main line
service have recently been put into traific on the
G.I. P. road, some having been built at the Jhansi
shops and others at the head establishment in
Bombay.
' garden " seat style and have rifle racks below.
Filtered water for drinking is provided, and a
latrine and lavatory for the guard. All doors
open inwards, and being constructed of teak and
steel, are only 2^-in. thick; this minimises any
obstruction to the 2-ft. 4-in. doorways when
open. The doors of the luggage compartments

New PASsKxiiKK Hhakk Van Great Indian Peninsula Ry.

These carriages are characteristic of the new
type of passenger stock adopted by the Great
Indian Peninsula Railway, and have been built
from the designs of Mr. A. M. Bell, M.I.M.E.,
the carriage and wagon superintendent.
are made to slide after the style of the East Coast
Joint Stock, closing flush with the sides of the car.
Gas light is installed, with tail and side lamps.
The steelunderframe is of channel section 9-in.
by 6o-ft. long it rests on bogies having
;

We illustrate a composite
brake, luggage, and third
class, which is typical in
outside appearance to other
vehicles of different class.
The body is 62-ft. long
over ends and g-ft. 6-in.
wide, framed in Moulmein
teak, with outer steel panels
and an inner lining of teak
and deal. Sunshades are
no longer used, as the roofs
are of the new double con-
struction adopted by the rail-
way, with an inner lining of
deal f-in. thick and the outer
of teak f in. thick between
there is an air space of
HUlli^SI MESMMMiiJi JIH^HHIh I ill.

2-in., with intervening sheets

of asbestos slate i^-in.
thick to act as a non-con-
ducting layer. The latter Passenger Brake Van, Great Indian Peninsula Rv.
material is also carried
down the sides and ends to the " waist " line. lo-ft. wheelbases and has compensating buffers.
Internally, the seats of the passenger compart- The appearance of these cars is strikingly
ment are arranged longitudinally and accom- handsome. The lower panels are painted a rich
 — — ;

April 14th, :9o6. The Locomotive Magazine, 69

Fig. 1. Rail Loadkr in First Position with Rail lifted on to supports

red brown, whilst the upper panels are cream
white. The "trade mark" of the G.I. P. is in
scarlet and gold. It will be noticed the class
designation is by Roman characters, which are
well understood by the natives, and they are
painted on the body panels, not on the doors
this always keeps them in evidence, whether the
doors are open or shut.
By the way of comparison, we illustrate also
one of the older type of vehicle these new cars
are replacing the change in appearance of the
; can deal with the loading up of rails if provided
trains can be realised from an inspection of the
two.
NEW RAIL "LOADER."
The two photographs here reproduced show
a novel appliance for the easy loading up of rails
into permanent way wagons, in service.
description is necessary to make the opera-
little
tion of this neat device readily understood.
cranked arm having two rests on it, to receive
the rails at different heights, is hinged to the side
of each of the wagons, as shown in Fig. i. When
the rail has been lifted on to the supports, two
men take each cranked arm and lift it to a
horizontal position, thus bringing the rail on the
rests, level with the top of the wagon or cross
support on which it is to be laid, see Fig. 2.
Railway men of the way and works department
will appreciate the facility with which the staff
with appliances like this to attach to the sides of
the wagons. This device is the invention of one
of the permanent way inspectors of the Midland
and Great Northern Joint Railways and has been
brought to our notice by Mr. Wm. Marriott, the
chief engineer and locomotive superintendent.
Very —
Midland Ry. The carriages on this line
now have the word " Midland " painted along
A the top panel.

Fi«. 2. Kail Loader in Operation : Rail lifted on to Cross Supports of Wagons.

 —— —

70 The Locomotive Magazine, April 14th, 1906.

CdMi'Osiri; Coach dkskinei) dy Mr. D. Eari.e Marsh, Loco., Cakkiaok & "Wauon Svft., L. B. & S. C. Ky., Li noth 54-ft., Width 8-ft. 6-i.n.

ELECTRIC SIGNALLING LAMP. A Large Testing Machine. — Messrs. W. and

T. Avery, Limited, of the Soho Foundry, Bir-
In the accompanying illustration shown a
is mingham, have now under construction for the
hand lamp for ^
railway use, shunting, and engineeringsection of the Birmingham University
signalling, made by the Electric Power Storage a machine for testing whole members of con-
Co., Ltd. It is pro- structional work, such as complete girders,
vided with two lamps columns, roof principals, and every part used in
of 2.5 candle power, the construction of bridges, roofs and machinery.
for showing red and The machine is designed to test specimens for
white lights as re- tension up to 25-ft., compression up to 30-ft., and
quired, lighted by transversely up to 20-ft. long. The maximum
means of storage capacity is 300 tons, the total length 70-ft., and
batteries, having a the weight of the metal in the machine is about
capacity for 10 amp. 85 tons. This machine is one of the largest
hours and a voltage testing machines ever made, and is so arranged
of 4. The approxi- that an official can govern from one position the
mate time of burning hydraulic power applying the strain and the
for one charge of recording steelyard.
the batteries is 27
hours per lamp. The
example shown has The locomotive MAGAZINE.
an enamelled outer No, 164. : April 14th, 1906.
case, but another PUBLISHKU BY THE

type, in which the LOCOMOTIVE PUBLISHING COMPANY, Limited,

position of the red 3, Amen Corner, Paternoster Eow, London, E.C.
Telegrams : Locomotive Magazine, London. Telephone No. 3628 Central.
Electric Signalling Lamt. and white lights is
New York - The Derry-Collard Company, 256-7. Broadway.
reversed, is cased in polished wood. ,, The Angus Sinclair Company, 136, Liberty Street.
Paris Oh. Beranger, 15, Rne de Saints Peres.
Geneva Georg et Cie, Rue Corraterie.
Electrification of Hammersmith &c City —
Antwerp O. Forst. 69, Place de Meir.
—
Ry. For the joint Metropolitan and Great Amsterdam Jacs. G. Robbers, 64, Nieuwe Zijds, Voorburgwal.
Bombay — X). B. Taraporevala, Sons
— R. KiNOSHiTA,
& Co.
Western service between Hammersmith and the Tokyo 17, TJnemkcho, Kyobashiku.
Subscriptions, Ordinary Edition, 3s. per annum, post free,
City, there are 120 cars now being built at the all parts of trie world
(

t Art Paper Edition, 4s. per innum, post free.

Saltley works of the Metropolitan Amalgamated
All con munications regarding the Publishing and Advertisi'ments to bt
Carriage Company. Addressed Th- Manager, and correspondence relating to Contributions, etc.,
to the Editor at 3, Amen Comer. Paternoster Bow, London, E.C.

Great Eastern Ry. — The rolling stock for

Rates for Advertisements can be obtained on application.
Cheques. M-'neg Orders, etc., should be mide payable to the LocoMOTrrE
Pdblishino Co., Ltd., and crossed " London City <$ Midland Bank."
the new service of fast goods trains mentioned This Magazine can be obtaited through Newsagents and Bookstalls throufh-
in our last issue —
covered wagons and brake nut the World.

vans — is being fitted with the vacuum brake.

Particulars of Back Numbers sent on application.
Complete Lists of Railway Books and Photographs post free.
OP THE
 "

TH6 irOgomoTiQe (naGRzme.

Yol. XII. MAY 15th, 1906. No. 165.

RAILWAY NOTES. is now at work fitted with brake blocks to the

wheels of the leading bogie.
London & North Western Ry.— The The first of the eight-coupled mineral engines,
accompanying illustration shows No. i866, a No. 401, is now painted green instead of black,
three-cylinder compound mineral engine, built and only differs from the rest of the class in
by Mr. F. W. Webb in 1899, as converted retaining the brass beading round the splashers.
recentlyby Mr. G. Whale into a simple engine
with two inside cylinders 19^-in. by 24-in. As Midland Ry. —Of the twenty new three-
can be seen, the engine now resembles in appear- cylinder compounds now in course of construc-
ance No. 2524, the simple eight-coupled engine tion, Nos. 1 010- 10 1 6 are at work. The new
built experimentally by Mr. Webb in 1892, prior series differs from Nos. 1000- 1009 in having
to the introduction of the three-cylinder com- extended smokeboxes.
pounds of the same general design. number A The ten large-boilered goods engines Nos. 575-
of these compounds have already undergone 584 are now all at work. Nearly all the 6-ft.
conversion, and we understand that in due course 6-in. bogie express engines of Nos. 1808 and 2203
they will all be similarly treated. classes have now been rebuilt with the new

Theee-cylikder Compounu Coal Engixe No. 1866, Rebuilt as Two-cylinder Simple Engine, London & North "Western Ry.

The latest engines of the " Precursor " type are large boiler; and No. 1563, 6-ft. g-in. bogie, has
Nos, 234 "Pearl," 2513 "Leven," 526 " Ilion been similarly supplied, and in addition now has
and 1311 "Napoleon." the cab and splashers similar to the No. 1000
class of compounds. All recent rebuilds are
—
Great Northern Ry. The letter signifying fitted with deflectors on the chimney caps.
the class distinction of the G.N.R. locomotives
is now painted in white on the leading brake Great Central Ry. — No. 259, the second of
pipe just below the swan neck for the coupling the 3 -cylinder compound Atlantics, is now at
hose pipe. Following are some of the letters work. Three of the simple Atlantics of the same
—
adopted T Stirling and Ivatt 4-coupled pas- general dimensions are also at work, bearing
W—
:

senger; large coupled bogie engine of Nos. 260-262. All these were built at Gorton.
No. 1 32 1 class; Y—
"Klondike," or No. 990 On Thursday, April 12th, a special excursion
class of Atlantics ; —
and Z large Atlantics of train was run from Manchester to Plymouth, the
No. 251 class. timing being practically the same as in the run
The new Atlantics of No. 25 class, Nos. 141 1-
i last year. Engine No. 1094 took the train to
1420 are now running. In these engines the Leicester, and No. 1031 went forward from there
spaces below the extra hand rails on either side to Bristol, Pylle Hill, via Banbury, Didcot West
of the cab are filled in with small panels. curve and the Badminton line. G. W. R. engine
No. 1533, ten- wheel condensing tank engine. No. 3305 "Samson" took the train on to Plymouth.
 72 The Locomotive Magazine,
The G.C. train returned from Plymouth the same
evening as an excursion to Sheffield, No. 1031
again working on from Pylle Hill.
Great Western Ry. —A new series of
6-ft. 8-in.bogie six-coupled express passenger
locomotives is now in course of delivery from
Swindon Works, Nos. 2901-3 being already at
work. They are similar to the earlier engines
of this type, except that they are equipped with
the Schmidt superheater and are reversed by
levers. The style of painting adopted is green
above the footplate, and black below with yellow
lining.
Nos. 3701-3 are the first of a new series of
4-4-0 passenger locomotives of the
5-ft. 8-in.
" Dominion of Canada " class.
These engines
and the new 4-6-0 series will both be supplied
with new tenders having a capacity of 3,500
gallons.
Several of the " Metropolitan " passenger
tank engines have recently come out of the shops
provided with cabs and with the condensing
apparatus removed. This change foreshadows
the approaching electrification of the Hammer-
smtth and City branch of the " Underground."
No. 3067 " Duchess of Teck " has recently
been rebuilt with a large Belpaire boiler similar
to that fitted to No. 3027 " Worcester," as illus-
trated in our issue of February, 1901.
—
Great Eastern Ry. Ten new six-coupled
mineral engines Nos. 1220 to 1229, of the 1150
class, but with ths latest modifications, are now
running. They are all stationed in the Peter-
borough district.
All the coal traffic from Peterborough for the
London suburban stations on the Colchester line,
Romford, Ilford, Forest Gate, &c., is now
i.e.,
worked via Ely, Bury, Haughley and Ipswich,
thus relieving the congestion on the Cambridge
line and at Temple Mills sorting yards.
The engine of the 11.10 express, Norwich to
London, which was derailed on April 7 th at
Shippea Hill, was No. 466.
Restaurant cars for Hunstanton are to be
attached to the 5.15 Cambridge line express from
Liverpool Street, this summer.
Inner Circle Trains. —The introduction of
electric traction has reduced the running time of
the "Circle" trains to 60 minutes for the round
trip. To provide a ten minutes service there are
therefore six trains running on each set of rails,
four on each being supplied by the Metropolitan
Company and two by the District. It will be
remembered that, in the days of steam traction,
the District " Circle " trains used the inner set of
rails only, five District and two Metropolitan
trains being used, while seven trains of the Metro-
politan Co. worked the outer lines.
May isth, 1906.
North London Ry. — The characteristic sharp
whistle of the N.L.R. locomotives is to be super-
seded by one of a deeper tone.
—
Metropolitan Ry. The Oxford & Aylesbury
Tramroad is now worked by the Metropolitan Co.
between Quainton Road and Brill. The two
Manning Wardle engines, " Wotton No. " and i
" Brill No. 2," working alternate weeks, have
been painted Metropolitan standard colors, with
" M.R." on the buffer beams. One of the old
eight-wheeled " Underground " carriages with
oil roof lamps provides the passenger equipment.
Continuous brakes are not used.
London & South Western Ry. —Ten
small four-wheels coupled motor engines are now
in course of construction at Nine Elms, for use
with six vestibule cars building at Eastleigh.
By having engine and car as separate units,
failure of one part does not involve withdrawal
of the whole car from service.
Caledonian Ry. — Large new
turntables,
7 2 -ft. in diameter, to accommodate the new
six-
coupled engines now under construction at St.
Rollox Works, are being installed at Perth,
Aberdeen, Dundee and Carlisle.
The Bankfoot Light Railway, about 3^ miles
in length, from Strathord Station on the main
line from Perth to Forfar, to a village of that
name, has been opened for traffic. The line,
which is standard gauge, is to be worked by the
Caledonian Ry. for the local company who have
built the line. A small tank engine. No. 230, one
of a class built by Mr. Drummond in 1886, has
been sent to work the traffic.
Highland Ry. —
Three engines of the " Ben
"
class are under order from the North British
Locomotive Co. Ltd., at the Glasgow Locomotive
Works, to be ready for the summer traffic.
A —
Turbine Locomotive. Mr. Hugo Lentz,
of Berlin, has recently devised a method of apply-
ing a turbine to locomotive design, for which it is
claimed that the usual disadvantages consequent
on the provision of suitable flexibility in the con-
nections are successfully avoided. The turbine is
mounted on the driving axle between the wheels,
and the method of obtaining play for the steam
pipes without loss of power constitutes a chief
feature in the invention.
Railway Motor Coaches. — Messrs. Man-
ning, Wardle & Co., Ltd., of Leeds, are at present
engaged in executing orders for steam rail motor
coaches, four being in hand for the Great Northern
Ry. (Ireland), two for the Dublin, Wicklow and
Wexford Ry., and three for the Taff Vale Ry.
The carriage portion in each case is being built
by the Brush Electrical Engineering Co., Ltd.
 May isth, 1906. The Locomotive Magazine,
Diagram of Four-cylinder Compound Atlantic Locomotive No.
FOUR-CYLINDER COMPOUND LOCO-
MOTIVES, NORTH EASTERN RY.
We are indebted to Mr. Wilson Worsdell,
chief mechanical engineer of the above railway,
for the photograph reproduced as a special
supplement with this issue, showing one of two
four-cylinder " balanced " compound Atlantic
locomotives recently built at the Gateshead
Works of the company for express passenger
traffic between York and Edinburgh. The
engines are Nos. 730 and 731, and the former,
after working a stopping train for a few trips,
proved so successful that it was almost imme-
diately employed on main line traffic, and has
shown its capacity to haul heavy loads at high
speeds. One special quality is its quickness in
starting. The system of compounding is that
introduced by Mr. W. M. Smith, which in its
3 -cylinder form has already proved so successful,
and the cylinders have the following dimensions
high pressure, placed outside, i4j-in. by 26-in.
low pressure, inside the frames, 22-in. by
Piston valves are used, actuated by a modified
form of Walschaert gear in No. 731 and by
Stephenson link motion in No. 730. Leading
dimensions of these locomotives are shown in the
above diagram. The weight of the engine in
working order is 73 tons, and of the tender 42 tons.
Mr. C. H. Grinling. —We
regret to record
the death of Mr. Charles H. Grinling on the
iith ulto., at the early age of 35. He was a
well-known writer on railway topics, his early
training and family connection with the G.N.R.
having given him considerable experience in the
working and management of railways.
Messrs. Davies & Metcalfe, Ltd., have
issued a well-printed supplementary catalogue
giving detailed description and diagrams of their
speciality, the patent exhaust steam injector,
together with numerous illustrations of loco-
motives fitted with the apparatus.
73
730, North Eastern Ry.
NEW LOCOMOTIVES FOR THE
GREAT INDIAN PENINSULA RY.
The progress that is being made in the work-
ing of the Indian railways is well illustrated in
the latest additions to the rolling stock of the
Great Indian Peninsula Railway. This, the
first railway to be opened in India, is seriously
handicapped on its through routes by the Ghat
inclines which occur on both main lines soon after
leaving Bombay. The high ground of Central
India possesses a bordering fringe of mountainous
heights which run parallel with the west coast
and have an abrupt fall on that side, and it is up
and down this natural barrier that all traffic to
and from Bombay over the G.I. P. must pass.
When the lines were originally surveyed many
routes were discussed before the two selected
ones were finally decided on. The so-called
North-east main line reaches the plateau by
: means of the Bhore Ghat inclines whilst the
;
South-east section traverses those of the Thul
26-in. Ghat. These grades are representative of early
attempts at carrying railroads up steep hillsides,
and to secure planes suitable for traction by
adhesion with as small an initial outlay as
possible, the well-known " reversing " stations
were introduced. These were no great detriment
in the young days ot railways in India, but they
seriously affect economical working now and
many proposals have been made to supplant
them. The opening in the near future of another
and more direct through E.G. route, without such
obstacles, between Bombay and the Punjab has
brought the problem again to the front and it is
quite possible that some attempts will soon be
made at improving the inclines. The "reversing"
stations necessitate the employment of tank loco-
motives over the mountain sections, as they must
operate in both directions this in itself is objec-
;
tionable as it calls for special engines and
corresponding depots for them.
The traffic has gradually grown until now it
has all but reached the limit of capacity of the
 74 The Locomotive Magazine*
7- c
7/9
Diagram of 2-8-4 Tank Locomotive No.
double line of rails of the Bhore Ghat, and the
new engines just sent out, which by the courtesy
of the builders, the North British Locomotive
Co., Ltd., we are enabled to illustrate, represent
practically the last word in motive power before
some modificatiofi to the road and its grades
becomes necessary.
The new engines have cylinders 20-in. in dia-
meter by 26-in. stroke, and eight-coupled drivers
4-ft. 3 -in. in diameter; the leading truck and the
trailing bogie have wheels 3 -ft. in diameter. The
boiler has 2,079 sq. ft. of heating surface with a
firebox grate area of 32 sq. ft. the total wheel-
;
base is 35 -ft. and the weight in service 95 tons.
The tanks carry 2,200 gallons of water and the
bunker can accommodate 2\ tons of coal.
The maximum grade of the Ghat inclines is
I in 37, and up these, these engines are intended
to haul trains of 350 tons at a speed of 10 miles
per hour. This ability to deal with a heavy load
EioHT-rouri.Ei) Tank Locomotive No.
May 15th, 1906.
322, Great Indian Peninsula Ry.
unaided will obviate the necessity for a con-
siderable amount of "double heading" now
resorted to to cope with the traffic. The auto-
matic vacuum brake is fitted with the new
pattern ejectors illustrated on page 30, as it is
operated on all trains, passenger and goods on ;
the latter the special 20 tons incline brake vans
are marshalled in front of the wagons, next to
the engine, to enable communication to be
established.
{To he continued.')
Metropolitan District Ry. —Mr. Arthur
Collinson, formerly of the N.E.R. locomotive
department, has taken up the office of General
Manager of the M.D. Ry. as from the ist inst.
Mr. D. G. Slatter has been appointed Honorary
Secretary of the G.W.R. Mechanics' Institution Junior
Engineering Society, in place of Mr. O. Barker, who
has recently resigned the position.
322, for the Ghat Inclines, Geeat Indian Pekiniula Ry.
 ;
: :

May isth, 1906. The Locomotive Magazine* 75

THE LOCOMOTIVES OF THE GREAT working order was 27 tons 13 cwt. 2 qrs., of
which ID tons 8 cwt. were on the leading wheels,
EASTERN RAILWAY. 8 tons 12 cwt. on the driving, and 8 tons 13 cwt.
{Continued from page 22.)
2 qrs. were on the trailing wheels. None of this
class was provided with a new boiler and the
The next class with which we have to deal following is a complete list of the dates at which
were designed by Mr. Gooch for goods traffic, they were built and broken up
but were largely used on passenger trains as well.
En;^ine Makers'
They were usually known as the " Butterflies," No. Maker. No. Date New. Date .Scrapped.
and consisted of 18 engines in all, of which Nos. 214 Canada Works — Jan., £856 Aug., 18/9
214 to 219 were built by the Canada Works,
215
.

— . •

April, 1878
216 ,, .
— Feb.,
>>

1856 .
.

. June, 1874
Birkenhead, Nos. 238 to 243 by Messrs. Sharp, 217 M . Feb., 1879
Stewart & Co., and Nos. 244 to 249 by Messrs. 218 April, 1856 . . .Sept., 1874
210 June,
Kitson & Co. Fig. 93 illustrates one of the
238 S. S.
,,

& Co. ".

853 May,
1856 . Jan., 1876
: . 1855 . Jan., 1873
engines built by the last-named firm, whilst Fig. 239 . 854 . . Dec, 1875
94 shows one of those built by Messrs. Sharp, 240 ,, . 855 .

865 July, "1855

Stewart & Co. with certain alterations sub- 241 J"iy." T87S
.'

,, . . • .

242 ,, . 866 . Jan., 1873

sequently introduced. They were four- wheels 243 . 867 . . Aug., "1855 . . Dec, 1875
coupled outside cylindered engines with four- 244 Kitson & Co. 434 • . May, 185s . . Jan., 1876
245 435 June, 185s Jan., 1875
wheeled tenders, and the following were their 246
•

• 436
•

.
. .

•
.

Jan., 1873
principal dimensions: cylinders, 15-in. in dia- 247 . 437 • . July, "1855 . . Aug., 1875
meter by 24-in. stroke, distance between centres 248 . 438 . . Oct., 1873
249 • 439 • . Aug., "1855 . . Dec, 1879

In 1875 Nos. 214, 215, 217 and 219 were altered

to 2140, 2150, 2170 and 2190 respectively and in
1879 No. 249 was altered to 0249.
One of these engines was the first to be fitted
with Frodsham's patent smoke consuming
apparatus.
On the night of Thursday, September loth,
1874, engine No. 218 was working forward from
Norwich to Yarmouth the down express which
had left Bishopsgate at 5 p.m. At this time
there was only a single line from Norwich to
Yarmouth, the first crossing place being at
Fig. 93.
Brundall (5I miles from Norwich), and at this
6- ft. 2-in.diameter of leading wheels 3-ft. 8-in.,
; station the down express should have crossed the
and of coupled wheels 5-ft. 6-in. wheelbase ; up mail from Yarmouth to London. Owing,
leading to driving 6-ft. 3-in. driving to trailing ;
however, to the down train being late on this
7- ft. 9-in. ; boiler (lap jointed),
total 14-ft. ; occasion a message was sent to Brundall to send
length of barrel internal diameter
lo-ft. 5j%-in., the mail on. The express having in the mean-
3-ft. 6^-in. number of tubes 175, outside diameter
: time arrived at Norwich, the officials thought
if-in., length lo-ft. lo^-in. outside firebox, ; that it could be got through to Brundall without
length 4-ft. 6Y^g-in., width 4-fl;, inside firebox, ; seriously delaying the mail, and it was therefore
length 4-ft. o^^-in., width 3-ft. 65-in. ;
grate area despatched as quickly as possible and another
14 sq. ft. ; working pressure 120 lbs. per sq. in. message sent to Brundall cancelling the previous
heating surface: tubes 921.5 sq. ft., firebox instructions. In reply came the ominous tele-
80 sq. ft. total ; 1 00 1. 5 sq. ft. The weight in gram " Message received too late, mail gone."

Fio. 94.
 76 The Locomotive Magazine.
The officials at Norwich being thus made
aware of the impending disaster, they commenced
their preparations for the succour of the wounded
before the catastrophe had actually taken place.
In the meantime, each driver being under the
impression that the other train was waiting for
him, made speed to clear the section, and when
opposite Thorpe Village and a few yards from
the river bridge near to what is now Whitling-
ham Junction No. 218 struck No. 54, a 7-ft. single
express engine of Mr. Sinclair's design, which
was working the up mail, wrecking both engines
and trains, killing all the enginemen on the spot
and causing a total casualty list of 25 killed and
73 injured. As the regulators of both engines
were found shut, and the reversing lever of No.
218 was in mid-gear, it is supposed that the
drivers had seen what would occur, but too late
to prevent the most isastrous head-on collision
in the annals of British railways.
{To lie co?i/inut'd.)
COMPOUND LOCOMOTIVE FOR THE
BUENOS AYRES & RDSARIO RY.
The locomotive we illustrate is one of a
number of six-coupled bogie passenger engines
which have recently been sent out to the Buenos
Ayres and Rosario Railway in the Argentine
Republic, having been built at the Atlas Works
of the North British Locomotive Co., Ltd.,
Glasgow, to the designs and specification of
Messrs. Livesay, Son & Henderson, the con-
sulting engineers for this line. The 6-coupled
wheels are 5-ft. 8-in. diameter, and the leading
bogie wheels are 3-ft. 2-in. diameter, all having
steel axles and tyres. These engines are two-
May 15th, 1906.
cylinder compounds, the high pressure, on the
left hand side of the engine, being 19-in.
diameter and the low pressure 2 7j-in,, which
gives a ratio of approximately i 2 09 the stroke
:
•
;
is 2 6 -in. The cylinders are placed outside the
frames, according to the usual custom on
Argentine Railways.
It will be noticed the piston rods are arranged
to work through the front cylinder covers, a
practice often adopted in the case of large
cylinders, but in the present instance the
high pressure is also treated in the same
way. The front rods work through glands and
hollow sleeves, closed at their extremities to
exclude dust, there being, however, a few small
holes for the air to escape.
The valve chest shown on the side of the
smokebox is a special starting valve, worked
from the reversing shaft, and arranged in such a
way that when the engine is in " full gear," in
starting a train or working slow up heavy
gradients, high pressure steam is admitted to
both cylinders and the engine works " simple " ;
and when the valve gear is " notched up," the
engine works " compound."
The heating surface is 1,495 sq. ft. in the tubes
and 139 in the Belpaire pattern firebox, making
a total of 1,634 sq. ft. the grate area is 25 sq.ft.
:
The smoke box is large to allow of a spark
arrester and deposit of ashes. The boiler is fed
by one No. 9 mm. and one No. 10 mm. injector,
and one long stroke pump.
The coupled wheelbase of the engine is 13-ft.
7-in., and the total 25-ft. 3^-in., and the weight
empty is 56 tons 2 cwt., and full 61 tons 4 cwt.
The tender, which runs on two four-wheeled
 May 15th, 1906. The Locomotive Magazine, 77

FoUR-WHHELS CoUn.EU liOb 1 I'AS.^LXG EK LiCO.MOilVi:

1 No. 10/ 'UVCLONE," URK\T XoHlFlLKN Kv, (luEI.ANOJ.

bogies, carries 3,526 gallons of water and 5 tons COMPOUND GOODS LOCOMOTIVE,
of coal. It weighs empty 20 tons 2 cwt., and AUSTRIAN STATE RYS.
40 tons 17 cwt. when loaded. The total wheel-
base of engine and tender is 47-ft. y^-in. We are indebted to Herr Golsdorf for the
The gauge of the Buenos Ayres and Rosario illustration here given of a powerful type of goods
Railway is the standard of the Argentine locomotive, of which 23 have been built during
Republic, i.e., 5 -ft. 6-in.
1905 for service on the Arlberg Tunnel
and 1906
section, Austrian State Rys. They have the
PASSENGER LOCOMOTIVE, following dimensions diameter of high pressure
:

G. N R. (IRELAND) cylinder 2 2-in. and of low pressure cylinder

3 2|^-in. stroke 24f-in. diameter of ten-coupled
; ;

Mr. Charles Clifford, locomotive engineer wheels 4-ft. 3i-in., total wheelbase i8-ft. ;

of the above railway, has kindly supplied the boiler, mean inside diameter 5 -ft. if -in. height ;

photograph here produced, showing one of the of centre above rails 8-ft. 7-in. number of tubes ;

" Tornado " class passenger engines, which has 264, diameter 2-in. heating surface
; firebox :

the following leading dimensions cylinders :

143 sq. ft., tubes 2045 sq. ft.; total 2188 sq. ft. ;

i8-in. by 24-in., centres 2-ft. y-in. apart diameter ; grate area 36.8 sq. ft. boiler working pressure
;

of bogie wheels 3-ft. i^-in., and of coupled 206 lbs. per sq. in. weight, empty, about 58I tons,
;

wheels 6-ft. y-in. length of boiler barrel lo-ft.

;
2-in.; maximum internal diameter 4-ft. 4-in.
working pressure iy5 lb. per sq. in. heating
surface: firebox 106.5 sq.ft., tubes 1,013 sq. ft.,
total 1,119.5 sq.ft.; grate area 185 sq.ft.;
weight of engine in working order 42^ tons.
and in working order about 6^h tons. These
;
engines are of series No. 180, Golsdorf two
;
cylinder compounds, and their numbers range
from 95 to 117. No. i8o'ii7, which is here
illustrated, is now exhibited at the Milan Ex-
position prior to being put into service.

Ten-coupled Two-cylinder Compound Goods Locomotive No. 180"117, Austrian State Rts.
78 The Locomotive Magazine* May isih, iqob.
 May 15th, 1906. The Locomotive Magazine.
BLAKESLEY HALL MINIATURE
RAILWAY.
This miniature railway is situated at Blakesley
Hall, the seat of Mr. C. W. Bartholomew, about
twelve miles from Northampton.
As will be seen by the accompanying view, it
is used for both goods and passenger traffic.
The road, which is of 15-in. gauge, is con-
structed with flat-bottom rails on iron sleepers,
and is well laid with slight gradients (i in 100),
cuttings and embankments being made as
required.
The rolling stock, originally supplied by the
Miniature Railway Co., 301, Broadway, New
York, was built with two pairs of wheels to each
carriage, but the owner soon improved upon this
by building four-wheeled bogies
and fixing frames to them so as
to carry three carriage bodies for
every four pairs of wheels. By
this means the fixed wheelbase
was considerably reduced, and
gave much better running on
curves and the circle tour, as
well as reducing the number of
wheels for a full train by one-
third. With the surplus wheels,
etc., more bogies were made, and
a light trolley built for goods and
general traffic. On the arrival
of a new electric light plant,
weighing 8 tons, the whole was
taken from under the crane in
the Railway Co 's goods yard to
the engine house on the trolley,
including a 18 horse power gas
engine weighing 5 tons. This
was considered to be a fair test
C. W. Bartholomkw, Esa
for the road and the trolley too.
The goods trains are worked by the "Petrolia" trict Manager downwards, from one of the large
motor engine having a single cylinder 4-in. in trunk lines, held their annual picnic in the park.
diameter by 8-in. stroke, built at Blakesley Hall
from the designs and under the entire super-
vision of the owner. It is very powerful con-
sidering its size, and can take a full load of six
wagons laden with coal or coke from the East
and West Jn. Railway sidings to the Hall coal
cellars. This engine is also used for passenger
trips, Blakesley Hall to the railway station, and
vice versa, being more readily available than the
steam locomotive, and sometimes has reached a
speed of 30 miles per hour.
The passenger rolling stock is composed of one
steam locomotive and four bogie carriages, which
will seat 20 adults.
The track at present laiddown is over half a
mile long, including several branches. Start-
ing from the engine sheds, or Hall terminus,
there is a good and practically straight run
79
(crossing the river once) for about a quarter of a
mile to the East & West Junction Ry. Co.'s
Blakesley station on the main line from Blisworth
(L. & N. W.) and Olney (Mid.j westwards to
Stratford-on-Avon and Broom Jn., on the Eve-
sham and Redditch line of the Midland.
The two platforms are close together and joined
by a private way. At the station there are points
connecting with the goods yard, and it is there
that the transfer of coal, coke, etc., takes place.
The private station is a pretty structure with book-
ing office, used generally by the family and their
friends, whilst on certain occasions trains are
run from the station to the Hall, and vice versa,
in connection with the various functions held in
the park. The line is fitted with telephone and
electric light, and is worked with Sykes' electric
signals on a similar system to
that in use at the St. Enoch
Station, Glasgow.
From the Hall terminus there
are also other tracks through the
park, one of which is a circle
passing twice over the river
amongst chestnut trees by an
old ruin. The other track leads
off the top side of the circle, and,
wandering between an avenue of
chestnut and other trees, joins
the main line about 200 yards on
the way to the railway station ;
irom there a " triangle " is run
off the circle, and by this
arrangement it is easy to turn
an engine or carriage without
the use of a turntable.
Picnic parties are numerous
during the season, and on one
occasion about 40 visitors, all
railway employees, from the Dis-
The steam locomotive and coaches were placed
whole day, and the various
at their disposal for the
trips were much enjoyed, several preferring the
miniature train trips to cricket or other sports.
NEW LOCOMOTIVES, SWISS STATE
RAILWAYS.
To work the express services on their system
the Swiss State Rys. have put into service a new
series of locomotives of the type built in 1902 by
the Jura-Simplon Co., which were illustrated in
Vol. VIH. of this magazine. The latest series,
one of which is here shown, is numbered 703-
729, and belongs to what is known as Class A,,
four-cylinder compounds of the 4-6-0 type. The
high pressure cylinders, which are i4|-in. by
 2

8o The Locomotive Magazine. May 15th, 1906,

Tkn-WHKKL FoUIt-CYLINDER COMI'OUMl PASSKN<iKH LOCOMOTIVE NO. 704, Cl,A8S A^I SWISS StaTE Ry?.

26-in., are actuated by Walschaert gear, and the
low pressure, which are 22\-\r\. by 26-in., are
actuated by Joy's valve gear. The bogie and
coupled wheels have diameters of 2-ft. g^^-in. and
5-ft. lo-in. respectively. In order to secure a
good supply of steam, the amount of heating
surface has been carefully considered, the firebox
and 229 boiler tubes giving a total of 1,7 9 2.?
sq. ft., while the grate area is 28-0 sq. ft. the
working pressure of the boiler is 213 lbs. per sq.
in. The locomotive weighs 63 tons 8 cwt. in
working order, and the tender, which has a
capacity for 3,742 gallons of water and 5 tons of
coal, weighs 38 tons. These engines are equipped
with "Pop" safety valves, Friedmann lubricators,
Langer smoke consumers, the Hasler speed indi-
cator, hand and compressed air sanding appara-
tus, and the Westinghouse-Henry air brake.
; They work express trains on the Geneva-Berne-
Olten, Lausanne-Brigue and Basle-Lucerne

Mogul Locomotive No. 1301, Class BJ, with Schmidt Superheater, Swiss State Eys.
 May isth, iqo6. The Locomotive Magazine. 8i

Mogul Locomotive No. 1707, Class BJ, Swiss Statk Rvs.

sections, and run at a maximum speed of 62 miles miles per hour, The weiglit of these engines is
per hour. about 54I tons.
The " ^logul " locomotive shown in our second The third il u-tration shows a somewhat
illustration is one of two, Nos. 1301-1302, of similar type of engine, but built on the three-
Class Bi', built to work heavy passenger and cylinder compound system. The numbers of
goods trains. It is simple, with cylinders 2 i^-in. this class range from 1601 to 1699, and from 1701
by 23g-in., the truck and six-coupled wheels to 1727. There is one h p. cylinder igf-in. by
having diameters of 2-l:t. gi^-in. and 4-ft. ii|-in. 2 3|-in. placed inside, and two low pressure
respectively. The heating surface of the firebox cylinders outside the frames, 2iJ-in. by 23|-in.,
is 132-39 sq. ft., the total being i, 484-37 sq. ft., all actuated by Walschaert valve gear. The
and the grate aiea is 24-75 sq. ft. Schmidt's coupled wheels are 4-ft. ii^-in. in diameter, and
superheater is fitted in the smokebox. The the leading wheels, which are mounted on an
boiler pressure is 170 lbs. per sq. in. The engine Adams' radial truck, are 2-ft. q\-'m. in diameter.
has piston valves actuated by Walschaert gear, The total heating surface is 1,617 sq. ft., and the
and is equipped with the Westinghouse brake. grate area is 24-75 sq- ft. the boiler pressure is
;

It has a six-wheeled tender carrying 4 tons of 199 lbs. per sq. in. The engine weighs about
coal and 3,521 gallons of water. The maximum 54 tons in working order. These engines have
speed permitted to engines of this type is 46^ Friedmann injectors, and are equipped with the

VlADUd .NEAR LaUSANNK, SwIS" StATF. Rvs Genkva Fast Tkain. .Sw is; State Rvs.
 82 The Locomotive Magazine.
Westinghouse brake. They work trains of 200
tons on gradients of i in 50, and 160 tons on
gradients ot i in 40, at speeds of 18 J miles per
hour.
All the engines illustrated are provided with
steam heating apparatus for passenger train
service, and were built at the Swiss Locomotive
Works at Winterthur.
Our other show the viaduct near
illustrations
Lausanne, with the Geneva-Basle-Zurich express
train running over it, and the Geneva express
train at full speed.
BooiK Tank Locomotive No. 79,
JUBILEE OF THE SELKIRK RY.
The Jubilee of the Selkirk branch of the North
British Ry. was celebrated on Thursday, April
5th last. The first passenger train was run on
April 5th, 1856, and special interest was attached
to the Jubilee celebration in view of the fact that
the 10.45 train from Selkirk and back was
driven by Willie Gow, the veteran engine driver
who ran the first train, and has remained at
Selkirk ever since. For the long period of 42
years Gow officiated as driver of the Galashiels
and Selkirk train, retiring on May 4th, 1898.
The line when first opened was the property of
the Selkirk and Galashiels Ry. Co., and at the
celebration dinner the seals of the company were
on view. Our photo shows the branch engine
No. 79 N. B. R., a four-coupled bogie side tank,
decorated with flags and streamers and with a
placard in front bearing the inscription, "Jubilee
of the opening of the Selkirk branch, 1856- 1906."
The group of officials, reading from right to left,
are W. Gow, the first driver N. Paton, present
; heat, causing the soft metal parts to melt and
fireman ; T. Lamb, Galashiels locomotive fore-
May 15 th, 1906.
man A. Stewart, present driver E. Grossart,
; ;
former guard on the branch, and W. Ormiston,
present guard.
The Selkirk branch is five miles long from the
junction, with the main line one mile from
Galashiels. Leaving the main line at Selkirk
Junction the line crosses the river Gala almost
at once, then along an embankment, through a
—
cutting near Abbotsford the home of Sir W.
—
Scott to Abbotsford Ferry Station, 2 miles 44
chains from Galashiels. The Tweed is next
crossed on an iron viaduct resting on five piers ;
then Lindean Station is passed i mile 31 chains
North Briiish Rv., at the Jubilee of the Selkirk Ry.
from Abbotsford. Between Lindean and Selkirk
the main road from Selkirk to Galashiels is
crossed. There are 1 1 trains each way daily,
one a through train from Edinboro' ma Peebles,
and two goods trains, one being from Portobello.
LUBRICATION.
The lubrication ot a locomotive is an important
matter that requires careful attention from the
men in charge of it. A
painstaking driver will
rarely be troubled with a warm bearing, although
sometimes a bearing will mysteriously get hot.
Cases have been known where a bird has been
knocked down by the engine, caused the ballast
to fly up into the gear and play havoc with the
slide bars, but such cases are rare.
In order that bearing surfaces should run cool
and easily a thin film of lubricating medium is
required between those surfaces to prevent them
coming into actual contact. If the lubricant is
not there, friction will follow which will generate
the harder parts to expand, and if not attended
 May 15th, 1906. The Locomotive Magazine*
to in time is liable to cause delays and damage.
The large ends of the connecting rods in inside
cylinder engines are the most dangerous parts to
get hot. When a large end gets very hot and
the metal expands there is the liability ot the
front cylinder cover being knocked out, or the
connecting rod breaking and knocking a hole in
the firebox, needless to say, with extremely
serious results.
The kinds and qualities of oil used by the
different companies varies. For the axleboxes.
motion, etc., rape oil alone or mixed with a little
mineral oil is much used. Tallow is not used so
much now as formerly it is a good lubricant for
; do not run a bright color.
axleboxes when running warm, but if they are
behaving satisfactorily it is best to keep it out of
them, as it will thicken the oil, causing it to pass
too slowly through the trimming more so of — standing on a train. The horn-blocks require a
course in cold weather.
For use in sight feed lubricators for the
cylinders and slide valves, a thick mineral oil
(sometimes nicknamed " Black Jack " by engine-
men) is commonly used it will stand the heat and
;
is not so corrosive as tallow, which at one time
was employed so much for these parts.
Trimmings to fit the syphon pipes are
in
usually made with wire plaited and with a loop
at the end for strands of worsted to be held in.
For the rotating parts, such as coupling rods,
etc., short trimmings, known as "plug" trim-
mings, as required, the worsted barely reaching
to the top of the pipe, so as to leave a small
space to catch the oil when it is thrown about by
the movement of the engine. A
piece of cane or
cork should be screwed in the hole in the oil cup
to prevent the oil being thrown out, and, being
porous, will admit air to replace the oil as it is
used. In some cases a spring button fits the oil
hole, then a small hole is drilled through the
button to admit air.
For the axleboxes, slide-bar cups and other
stationary oil vessels, " tail " trimmings are used;
the worsted in these is required long enough to
reach to the bottom of the oil recess the oil will
; cylinder oil in the axleboxes this is a practice
work its way through the trimming to the
bearing by capillary attraction.
The number of strands of worsted required for
the trimmings must be determined by the thick-
ness of the oil used if a trimming is found to
; the axleboxes, it will not syphon through the
syphon too large a quantity ol oil more strands
should be added, and the number lessened if not
using enough. A
note should be taken of the
number of strands required, for future guidance.
Some trimmings ready made, also some pieces of
cane or cork, should always be kept by engine-
men.
A
driver when getting his engine ready for the
day's work should see that all lubricator and oil-
cup covers are not loose if they are left loose they
; lubricated engine should be lighter on coal than
are liable to work out when running and be lost.
83
If any part is found not to take much oil it
should be inspected at once, the trimmings
cleaned or renewed or the oilcup cleaned out as
required. Tail trimmings should be adjusted
and gland " swabs " or " mops " seen to be pro-
perly in their places.
Mops for the glands are made of worsted or
lamp cotton, plaited and tied into a ring to fit on
the gland nuts. The ends of the cotton or worsted
after being tied should not be left hanging round
the rods mops with straggling " tails " conduct
;
half the oil to the ground, consequently wasting
it and causing the driver to wonder why the rods
The parts with plug trimmings should be oiled
before leaving the shed, as the engine cannot
always be placed in the right position when
little oil, especially on a line with many curves,
and the engine will ride easier with horn-blocks
greased. The slide bar and gland cups should
be the last to be filled up, so as to save going
round to them while the engine is moving. The
pins in the link motion require a little rape oil
in the holes made for the purpose. Neglect to
oil these small but important parts is likely to
cause them to get hot and sieze.
It is difficult to fix a rule as to how many drops
of oil per mile any particular part should use,
owing to the fact that different kinds and
qualities of oils are used by the different
companies, also that engines work under greatly
dissimilar conditions. An engineman should
make himself well acquainted with the character
of the material he is supplied with, so as to know
just how to deal with it.
When an engine is running its first trips when
new or after coming out of the repair shops, it is
the best plan to be rather generous with the
lubrication until everything is in good order, for
once a bearing gets hot it is often a source of
trouble and anxiety for some time after.
Some enginemen are in the habit of putting
;
that is not at all advisable, especially in cold
weather. In warm weather a little of it helps to
check the rape oil from being used too quickly,
but if a large quantity of mineral oil is put into
trimmings until the axlebox begins to run warm.
If a driver finds that someone else has been
working his engine and has served the axleboxes
with the thick oil, the best way is to clean the
trimmings and dose the thick oil with paraffin,
which will help it to get through the trimmings
and also soften the pads, which may have become
almost solid with the thick oil.
In conclusion it can be said that a well
one that is marked light on oil consumption.
 84 The Locomotive Magazine*
SPECIAL COVERED TRUCKS FOR
MOTOR CAR TRAFFIC, L.&N.W.R.
The covered trucks here illustrated, designed
by Mr. C. A. Park, M.I.C.E., carriage superin-
tendent of the London & North Western Ry.,
were built at the Wolverton works of the
Company. They are 27 feet long by 8 feet wide,
8 feet 9 inches high at centre and 6 feet 9 inches
at side cornice, all outside dimensions of body.
When mounted on four-wheeled underframe the
height from rail level at centre is 12 feet 9^-in.
and at the side cornice 10 feet 9^^ inches.
They are built specially for motor car traffic
and have double folding doors at each end,
giving openings the full width of the inside of
the truck. Also on each side at the centre there
are sliding doors with 5 feet clear openings, so
that after loading the motors these doors are
available to allow of securing the cars in
place.
The framing of the body of the truck is in oak
and teak, panelled outside with planished steel
plates, 14 gauge, secured in position with screws
and joints covered with i|-in. mahogany
May isth, 1906.
moulding, which gives good length panels
without a joint between the ends and centre
doors. Over the top of these panels and under
the cornice are glass framed lights, moulded in,
which give a good light to the interior.
The inside is cased between pillars with |-in.
deal casing boards, with spaces between boards
for ventilation.
The end folding doors are of the usual standard
pattern, framed and panelled outside with vee-
jointed boards and hung to corner pillars with
27. O" COVERED Tt^CKS
fV|OTOF? Car 7"t=?AF'F"lC
WOUVERXON Wof^KS
wrought iron band hinges, three to each door,
with all fastenings complete.
The floors are laid with i ^-in boards, with oak
wearing-slats laid crossways and spaced between.
Wheel-bars are provided, which are carried on
2 -in. by 2 -in. by f-in. angle iron and space-
drilled for securing the bars in different positions.
The underframe is 27-ft. long, or over buffers
3 1 -ft., and is made of steel throughout, the sides
being of bulb-section angles with longitudinals
and diagonals of channel steel, all rivetted
together with corner knees and plates. It is
mounted on two pairs of wheels of standard
pattern, having a 17-ft. wheel base, with 5-ft. 6-in.
 ;

May 15th, 1906. The Locomotive Magazine* 85

Vestibi'lkd Luggage Brakk Van, East Coast Skrvice.

bearing springs, and is also fitted with the distance between bogie centres 39-ft. ; extreme
" rolling ring " automatic vacuum brake. height from rail level 13-ft. 3i|-in.
; total weight
The painting of the exterior of the truck is in 23 tons 15 cwt.
chocolate, with lining and lettering in gold
colour, all varnished. The inside is painted 35-TONS OPEN GOODS WAGON,
throughout a light green.
GREAT NORTHERN RY.
LUGGAGE BRAKE VAN, E. C. J S. The wagon here illustrated is one of a n^.'
type recently introduced on the above railway by
The accompanying illustration shows a new Mr. H. A. Ivatt, locomotive, carriage and wagon
steel framed luggage brake van built for the superintendent. The body of the wagon is of
East Coast Joint Service at the Doncaster works wood, having two doors on each side 5-ft. 5-in.
of the G.N.R. It has the following leading wide, and four bottom doors measuring 4-ft. lo-in.
dimensions: length over vestibules 5 7-ft. ii-in., by 2-ft. I -in. The underframe is constructed of
over body 56-ft. 6-in., and over frames, 55-ft. ;
steel channels, strongly trussed. Leading dimen-
width over body 8-ft., and over the guard's pro- sions are as follows length over buffers 38-ft.,
:

jections 9-ft. wheelbase of each bogie 8-ft.,

; and over body 35-ft. width over body 8-ft.
;

86 The Locomotive Magazine,
internal capacity 786 cubic ft. ; floor level 4-ft.
extreme height over coping 7-ft. bogies dia-
; :
meter of wheels 2 -ft. 6-in., wheelbase 5-ft. 6-in.
distance between bogie centres 2 5-ft. tare weight
; last year, the No. 2 road from Finsbury Park to
14 tons I cwt. The diamond frame bogies are
designed to turn completely round on their pivots,
so that the wagon can be worked from track to
track on ordinary wagon turntables without
uncoupling the brake work for this reason the
; appreciate the possibilities of the situation, and
pull rod is arranged to pass vertically through
the centre casting. The wagon is fitted with the
vacuum brake, and with a wheel hand brake that
can be applied or released from either side.
This railway has recently put into service a
number of six-wheel bogie passenger coaches.
They differ in some respects from those previously
built in several details, the most noticeable being
the use of mahogany in the interior decoration of
the first class compartments in place of polished
teak. Improvements have also been made in the
lighting, a larger burner being used. These
cars will probably be the last to be fitted with
the clerestory roofs, as several coaches with four-
wheel bogies and high elliptical roofs are in
service. These roofs are brought down at the
ends to match the clerestory roofs and we under-
stand that all new stock for the East Coast route
will in future, also be so built.
The first class dining cars are having their
interiors enamelled white and electric light fitted.
" THE FOOTBALL SPECIALS.
The
" Final Cup Tie " at the Crystal Palace on
Saturday, the 21st ult., between the Everton and
Newcastle teams brought a record number of
excursions from the North of England to the
Metropolis.
Euston headed the list with 43 return specials,
and they were despatched homewards at 5 min.
intervalsup to about 4.00 a.m. on Sunday.
Paddington with 20 specials was not so busy.
Marylebone had 1 6 specials to send on their
return journey at about 10 minutes' intervals from
10.10 p.m. to 1. 15 a.m. These all went via
Quainton Road, and were non-stop as far as
Leicester. To make up these trains, saloons
belonging to the L. B.&S.C, S.E. &C. and L. &
S. W. Rys. were requisitioned.
The bulk of the St. Pancras special traffic
fi-om the Birmingham district, and 22 special
trains were booked, saloon parties being conveyed
in Pullman drawing-room cars, Somerset
Dorset, Midland &Great Northern Joint, and
G. & S. W. Ry. coaches.
There were 27 specials booked into King's
Cross, of which six ran in duplicate, making 33
in all, mostly from Newcastle and that district,
and the trains consisted generally of the new
excursion stock of up-to-date bogie coaches, and
; —— —
May 15th, 1906.
; E.C.J.S. coaches, with a few trains also of North
British, Lancashire & Yorkshire, and North Staf-
fordshire Rys. saloons. As on the same occasion
Wood Green was reserved for working empty
trains close together to Bounds Green, block
working being temporarily suspended.
Jhe Great Eastern Ry. for once seemed to
this year ran three specials, as against two in
previous years. All came via Cambridge from
Doncaster, Norwich and the district served by
the Lancashire, Derbyshire & East Coast Ry.
CORRESPONDENCE.
The Locomotives of the Great Eastern Ry.
To of" The Locomotive Magazine.''^
the Editor
—
Dear Sir, The Gooch tank engines Nos. 250-259,
when they first came out, had no safety valve on the
middle of the boiler barrel, as shown in the illustration,
Fig. 88, but only Gooch's standard valve casing over
the firebox. Subsequently this was replaced by another
in Sinclair's style, and it was not, I believe, until a
dome was added over the firebox that the safety valve
on the boiler barrel was added, as shown in Fig. 89.
I may mention further that the original Gooch valve-
column was of brass, unlike those of the earlier engines
of that type, which were of copper, all painted over
except in the case of No. 20. When Nos. 250, etc.,
first began to run the Tilbury trains, the brass valve
casing was burnished and unpainted. Subsequently it
was painted green, like those of Nos. 4-12, 21-5, also
of the Express class Nos. 27, 94 and 274-9 all, how-
ever, subsequently received the Sinclair casing.
;
I may also add what does not seem to be generally
known or remembered, that when the Tilbury line was
first opened, and until the Gooch tanks were ready, the
trains were worked by the Sharp single- wheel tender
engines, Nos. 260-270. All this I state of my own
personal knowledge and observation. Yours truly, —
March 5th, 1906. C. Rous-Marten.
The locomotive MAGAZINE.
No. 165. :
May 15th, 1906.
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 TH6 irOgomoTioe cpflGflzine.

Yol. XII. JUNE 15th, 1906. No. 166.

RAILWAY^OTES. Great Western Ry. — Nos. 2904-2910 com-

plete the series of new six-coupled bogie loco-
Great Central Ry. —The accompanying motives referred to last month. At present only
illustration, reproduced from a photograph taken No. 2901 is provided with a superheater. These
at Chorley Wood, shows the Atlantic three- ten engines haveall appeared during one month.
cylinder compound No. 258 hauling the Sheffield Other new engines recently out are Nos. 3704-
express, which runs without stop between 3707 of the new 4-4-0 "Dominion of Canada"
Marylebone and Sheffield in 2 hours 55 minutes. class; Nos. 3 149-3150, large 2-6-2 tank engines of
Of the two-cylinder Atlantics, No. 358 is the the type illustrated in August last year and ;

latest out. Nos. 3101-3108, small 2-6-2 tank engines built at

Messrs. Beyer, Peacock & Co., Ltd., have Wolverhampton, similar to No. 1
1 5 illustrated in
begun delivery of the new series of six- coupled December, 1904.

Ph/Ao Co.

bogie locomotives with 6-ft. 6-in. wheels, Nos.
1095-1098 being already out, whilst the others
are progressing rapidly.
London & North Western Ry. — New
engines of the " Precursor " type have recently
been put into service, Nos. 282 " Alaric," 261
"Antaeus," 675 "Adjutant," 772 "Admiral,"
" Faerie Queene," " Richard Trevithick," and
2017 "Tubal." No. 2513, by the way, is named
" Levens," not as printed in our last issue.
No. 1845 is another three-cylinder compound
mineral engine which has been converted to an
eight-coupled simple, with a boiler of the " Pre-
cursor "type, as illustrated on page 7 1 of last issue.
The coal trains between Severn Tunnel Jn.
and Old Oak Common, and empty wagons on
the return journey, are now worked by the
Consolidation engines exclusively, with accel-
erated schedules, and increased loads, the mini-
mum being 50 wagons and van between Stoke
Gifford and Severn Tunnel Jn., and the maxi-
mum (on Sundays only) being 80 wagons and
van between Swindon and Old Oak Common.
Great Eastern Ry. —The connection with
the new Norfolk andSuffolk Joint Railway, from
Mundesley to Cromer, about half-a-mile on the
Norwich side of Cromer G.E. station, to Runton
West Junction on the M. & G. N. joint line, giving
 . —
88 The Locomotive Magazine. May I sth, 1906.

the G.E. Co. a through route from London to in the world. Almost every requisite, both of the
Sheringham, will be opened for traffic about the running and permanent way departments, was
middle of July. The Mundesley to Cromer made from the raw material by the railway com-
(Beach) line (Norfolk and Suffolk Joint Com- pany itself, and the " chief" not only secured
mittee) via the coast, with stations at Triming- efficiency by this system, but effected economies
ham and Overstrand, will be opened about the which, on the turnover of a huge organisation
first week in August. such as he controlled, can only be characterised
as immense. Mr. Webb retired from office in
Mr, F. W. Webb. — We regret announce the
to June, 1903, and since that date had suffered from
death, on 4th inst., of Mr. Francis William Webb failing health. He was twice elected mayor of
(aged 7 1 wh o was for
)
, Crewe, a town which
upwards of 30 years during his associa-
chief mechanical en- tion with it increased
gineer of the London in population from
& North Western Ry 18,000 to 40,000
His connection with almost all railway
that railway really employees. Up-
extended over more wards of 4,000 loco-
than half a century, motives were built at
for he first entered the Crewe works
Crewe Works as a during his term of
pupil in1 85 1 under office, apart from the
Mr. Francis Trevi- other details of rail-
thick, then chief of way material already
the northern division referred to.
loco, department.^ Caledonian Ry. —
After serving his No. 903, the of first
time, Mr. Webb be-
fivenew six-coupled
came chief draughts- bogie locomotives,
man and subse- is now engaged on
quently works man- steam trials. In gen-
ager under Mr. John eral appearance
Ramsbottom. For these engines are
five years, from 1866 similar to Nos. 49
onwards, he left
and 50, but the boiler
Crewe to the join barrel is of larger
Bolton Iron & Steel diameter and the ar-
Co., but in October, rangement of safety
187 1, he returned to valves is different.
the L. & N.W. works In addition to the
as chief mechanical six-coupled "Oban"
engineer, on the re- bogie engines, Nos.
tirement of Mr. John
51-54, recently built,
Ramsbottom from which are similar to
that position. As a No. 55, illustrated in
warm and practical our issue of July 1902,
advocate of com- Mr. Mcintosh is
pounding locomo- about construct
to
tives, Mr. Webb has
15 more of the same
at times been sev-
1 •

erely criticised, and

J J Aa Railway
r.1 r. i-
Relic. — Placm g
-^>^
" Invicta " in the City type, but with larger
Moat Grarden, ^
'1 ^
T.;r , ,
-n Canterbury. (See page 9 1 following ) boilers.
It IS significant also ^ '

that within barely three years of his retirement
from office his successor has removed from service
or reconstructed all but a very few of the several
hundred three and four-cylinder compound loco-
motives of his design. But apart from that dis-
puted practice, Mr. Webb justified his appoint-
ment by constituting Crewe Works into one of the
largest and most self-contained railway factories
Messrs. Beyer, Peacock & Co., Ltd., have
on hand six 4-4-4 and six 2-6-2 tank engines, five
2-4-0 passenger engines for the Buenos Ayres
Western Railway, 13 saddle tank locomotives
for the Buenos Ayres & Rosario Ry., two six
wheels coupled bogie engines for the Tasmanian
Government Rys., and a further i o four-coupled
express locomotives for the Dutch State Rys.
 June isth, 1906. The Locomotive Magazine, 89

THE HISTORY OF THE LONDON &. shown in Fig. 53, had bogie disc
leading
driving and
6-in. in diameter, and
SOUTH WESTERN LOCOMOTIVES. wheels 2-ft.
trailing wheels coupled 5 -in. 7 -in. in diameter.
(Continued from page \\.)
The cylinders were placed outside the frames
With Nos. 368 to 373 the Beattie period of slightly inclined from the horizontal, and were
locomotive history of the L. & S. W. R. termin- i8-in. in diameter with a stroke of 24-in. The
ates, these six engines being the last to the order centres of the coupled wheels were placed 8-ft. 6-in.
ot Mr. W. G. Beattie. They were six-coupled apart, and from centre of bogie to centre of driving
goods engines with cylinders 17-in. by 24-in., wheel was 9-ft. ii^-in. The bogie centres were
and wheels 5 -ft. in diameter, and were identical 6 ft. 6-in. apart. The total wheelbase was 21 -ft.

to Nos. 336 to 347, described in our March issue. 8i-in. The

boilers of these locomotives were
Messrs. Beyer Peacock built and delivered them lo-ft. of -in. in length, with a diameter of 4-ft.

in April and May, 1878 (makers' Nos. 1781 to 2-in., and were pressed to work at 140 lbs. per

1 786).] 5 These engines were rebuilt at various
dates from 1888 to 1892, and No. 368 was
scrapped in March 1893, whilst all the rest are
still at work but in the duplicate list.
sq. in. The firebox was 5-ft. 8-in. from back to
front, and 4-ft. 8j-in. high in centre. The boiler
contained 199 tubes of if -in. external diameter.
The heating surface was tubes 947 sq. ft., fire-
:

FlG. 53. —Fol R-WHF.ELS COUPLED BOGIE PASSENGER TaNK LOCOMOTIVE No. 379, LONDON & SOUTU WESTERN Rt.

Mr. Wm. Geo. Beattie retired from the position
of locomotive and carriage superintendent in
1877 owing to failing health, and the directors
then appointed Mr. William Adams, M.I.C.E.,
M.I.M.E., to the post. Mr. Adams had previously
been engaged as locomotive and carriage super-
intendent of the North London, to which he was
appointed in 1854, and in 1873 he succeeded to a
similar position on the Great Eastern Ry.
Mr. Adams's advent brought about the intro-
duction of much larger and heavier types of
locomotive, but nearly ten years elapsed before
any were constructed at the Company's work-
shops at Nine Elms. The first engines designed
box 100 sq. ft., total 1,047 sq. ft. The grate area
was 16 sq. ft. The height of chimney from rail
level was 13-ft. 2f-in., and the boiler line was
placed 7-ft. above the level of the rails.
The weight of these engines in working
order was originally about 52 tons, but they
have now all been altered by the addition of a
trailing or radial pair of wheels beneath the coal
bunker, and the extension of the water space by
the construction of a bunker tank, increasing the
carrying capacity to 1,650 gallons. The fuel
space is now 84 cubic feet. The present weight
of these engines in working order is 58 tons
19 cwt., distributed as follows on bogie wheels :

by Mr. Adams were 12 large bogie passenger 17 tons, on driving wheels 17 tons 6 cwt., on
tank engines, constructed by Messrs. Beyer, trailing wheels 16 tons 9 cwt., and on radial
Peacock & Co., Manchester, and delivered by wheels 8 tons 4 cwt., total 58 tons 19 cwt. The
them in the year 1879. These engines, as radial wheels were added by Mr. Adams at Nine
 3

go The Locomotive Magazine. June 15th, 1906.

Elms between the years 1883 6. These engmes dimensions areas follows: cylinders zo\-vs\. in
were numbered as follows diameter by 2 3|-in. stroke; diameter of wheels
Railway Nos Makers' Nos. Radial wheels added. 4-ft. 3i-in.; total wheelbase i8-ft. 4|-in.;184 tubes
46 1832 April, 1886 14-ft. Qj-in. long an i|-in. in diameter; boiler
i

123 • '833 Jan., 1886 pressure 176 lbs. per sq. in.; heating surface,
124 .. 1834 Mar., 881
firebox 90 sq. ft., tubes 1,147.5 sq. ft., total
130 .. 1835 June, 1885 grate area 21.5 sq. ft.; weight,
1,237.5 ft-
132 1836 Nov. 1885
empty 49] tons, and in working order 63 tons.
133 • 1837 Jan., 1885
1838 Dec, 1886 The leading and trailing axles are provided with
374
.. 1839 Oct., 1884 side play to ease the negotiation of curves, and
375
376 1840 Dec, 1883 for the same reason the drawbar gear has its
377 1841 July. 1886 centres extended well inwards at back and front,
378 I842 Aug., 1885 with a swinging motion across the centre line of
379 .. 1843 Nov., 1884 the engine at either end.
Ever since their delivery these engines have
been engaged in the London district, and are all North British Ry. — A series of "Atlantic
"

still actively employed on the local services,
taking turns with the modern tank engines
working the suburban traffic. None of them
have been rebuilt since their modification to ten-
wheeled tank engines, except by the provision
in cases c f new fireboxes, and they have in every
way proved themselves most excellent locomo-
tives. Some ot these engines have recently been
fitted by Mr. Drummond, the present locomotive
superintendent, wjth the standard cast iron
ornamental pattern chimney.
{To be continued.')
"DECAPOD" TANK LOCOMOTIVE,
WESTPHALIAN RAILWAY.
By the courtesy of the builders, the Hann-
oversche Maschinenbau Actien Gesellschaft
[vormah Georg Egestorff), of Hannover-Linden,
we show the accompanying photo-reproduction
of a powerful o-io-o goods tank locomotive con-
structed for the Westfalische Landes Eisenbahnen,
a line of normal gauge abounding in sharp curves
and gradients as steep as i in 50. The leading
locomotives are in course of construction for this
railway to work the East Coast traffic.
North Eastern Ry. —The new high-level
bridge over the Tyne between Gateshead and
Newcastle, which has been more than 3^ years in
construction, is now rapidly approaching com-
pletion and will be opened by H.M. the King in
July. The bridge comprises four spans having a
total length between abutments of 1,150-ft. and a
clear height above high water mark of 83-ft. It will
carry four tracks as compared with three on the
older bridge, but its chief advantage consists in the
fact that the converging lines are so arranged
that in future trains will run through the New-
castle Central Station, and will no longer have to
continue their journey North or South with what
was originally the leading vehicle converted into
the last coach, a reversal of order which was a
source of great inconvenience alike to railway
officials and passengers. The work of construct-
ing the new lines leading to the bridge, and the
erection of the bridge itself represent an enormous
amount of work and the placing in position of a
vast quantity of material.

Ten-wheels Coiiled Tank Locomotive "Kami'," Wksti'hai.ian Ry.

 June 15th, 1906. The Locomotive Magazine, 91

Diagram of Six-wheels Coupled Goods Locomotive, London, Brighton & South Coast Rv.

NEW GOODS LOCOMOTIVES, A Railway Relic. — After deploring the

L B. & S. C R.
The accompanying diagram shows the outline
and leading dimensions of a new series of goods
locomotives recently designed by Mr. D
E. Marsh,
the locomotive engineer of the above railway.
These engines, of which ten are now in course of
construction, will bear Nos. 300-309, and among
other details they will be equipped with the
Westinghouse brake, steam sanding gear for the
leading wheels going forward and for the trailing
wheels when running tender first, and the boiler
will be fed by two pumps worked off the
crossheads.
fate of the G.W.R. veterans "North Star" and
" Lord of the Isles," now broken up, and of the
L. &
N.W.R. " Cornwall " and other famous
engines, it is satisfactory to learn that through
the good offices of Sir David Salamans, a home
has been found for the S. E. Ry. veteran
"Invicta" in the City Moat Garden at Canter-
" Invicta " was supplied to the Canterbury
bury.
and Whitstable Ry. in 1830, by Messrs. R.
Stephenson & Co., and has for many years been
stored at Ashford Works, pending the finding of
a suitable last resting-place. It took part in the
Darlington Jubilee of 1875 and the Stephenson
Centenary of 188 1.

Six-wheels CouPLEn Goods Locomotive No. 301, London, Brighton & South Coast Ry.
 92 The Locomotive Magazine.
THE ARRANGEMENT OF LOCO-
MOTIVE SHOPS.
{Concluded from page 5 i
O
The by one shop relatively
position occupied
next and most important point.
to another is the
For convenience the shops and yards may be
grouped together.
—
Group I Timber yard, pattern and joiners'
shop, brass, iron and steel foundries and yards.
—
Group 2 Fitting and machine shop, forge,
smithy, wheel shop.
—
Group 3 Boiler shop, erecting shops, paint
shop.
—
Group 4 Electrical shop, millwrights' shop,
tinsmiths' shop and other small shops.
Taking the groups in order and in detail, there
should be a yard set apart for the storage of
timber, with sheds for drying purposes, close to
the pattern shop, a portion of which may be
occupied by joiners. Floor space will be required
for some machinery, and the shop should be
provided with a gallery for the storage of
patterns. Next should come the brass foundry,
then the iron and steel foundry, having all its
furnaces along one side and provided with
numerous lifting hoists and a good floor run for
the carriage of ladles of molten metal. If
cupolas are used in the manufacture of steel, they
should be partitioned off from the foundry so that
the impurities not required in the metal may be
discharged in the outside atmosphere. The
foundry must be well provided with overhead
electric cranes, the combined capacity of which
should be capable of dealing with the largest
quantity of metal likely to be required for any
big casting. They also ought to be able to deal
with the moulding boxes, which should be stored
in a yard at the end of the foundry. The gas
producers in connection with the steel melting
furnaces should be in close proximity to the point
of consumption. A portion of the shop should
be set apart for the cleaning of castings, and the
ovens for dealing with cores and malleable
castings should be conveniently situated, pre-
ferably somewhere near the gas producers.
Around the foundry there should be a yard for
the storage of pig iron, steel and iron scrap,
coke, sand, etc., and an enclosed yard with
loading facilities for the storage of castings.
As to Group 2, the bulk of castings will be
required in the fitting and machine shop, so this
shop should be near to the casting storage yard.
The size and design of the shop will depend on
the number of machines to be installed, and this
in turn will be governed by the quantity and
type of work to be dealt with. It is customary
now to group the machines together, viz., drills,
lathes, milling machines, etc. The idea of a
June isth, 1906.
circular shop with all the machines around and
the fitting benches in the centre is worthy of
passing consideration, but in adopting this plan
what are often known as "walking" cranes
would have to be used instead of overhead
cranes. In the machine shop there should be a
grind shop, tool room, tool stores, template
stores, and a smith's fire, partitioned off from the
remainder of the shop. Work from the forge
and smithy will be required in the fitting and
machine shop, so these two shops should be near
at hand. Due regard should be paid to the
arrangement of steam hammers, hydraulic press,
bending, punching, and shearing machines, etc.,
in the forge, and both in this shop and the
smithy there should be plenty ot floor space.
Near these shops should be left a yard for
storing steel and iron of various sections.
It is a good plan to deal with axles and
wheels and side frame plates in a shop apart
from the fitting and machine shop, and such a
shop should be near to the forge. It will
probably be known as the wheel shop, and
should contain all machinery necessary for
dealing with this work.
—
Group 3. The boiler shop should be self-
contained, i.e., having its own drills, punches,
shears, bending rolls, etc., and every facility for
quick and convenient rivetting. Overhead
cranes should be provided. The erecting shops
should be in close proximity to the boiler, fitting
and machine and wheel shops. No erecting
shop can be complete without overhead cranes
and sufficient machinery to deal with light repair
jobs, and traversers by means of which locomo-
tives can be expeditiously taken in and out of the
shops, are practically a necessity.
The paint shop, with a special room for paint
mixing, should be situated and constructed with
a view of securing the best means of lighting,
heating and maintaining in a state of clean-
liness.
Group 4 calls for no special mention here, but
when being planned should receive careful
thought in all details. All sources of power,
steam and electricity for the main drive, hydraulic
pumps and accumulators, air compressors, etc.,
for various operations should occupy a central
position in a suitable power house in the works
area, and isolated boilers, etc., should be avoided
as much as possible. The general stores should
be in a central position and easily accessible by
road and rail.
The necessity for a good water supply in such
works may be mentioned, with high pressure
mains for supplying fire hydrants, etc., whilst a
narrow gauge railway connecting every shop
and yard, a telephone system, and a proper
number of entrances, are adjuncts to good turn
out which no engineer can afford to neglect.
 June isth, 1906. The Locomotive Magazine.
iVeighC
Diagram of Six-coupled Bogik Express Passenoeu Locomotivi:, Kast Indian Ky.
EXPRESS LOCOMOTIVE, EAST
INDIAN RAILWAY.
On page 281 of our eighth volume, April 25th,
1903, were given illustrations and a description of
some of the early locomotives built by Messrs.
Kitson, Thompson & Hewitson, of Leeds, and
Messrs. Slaughter, Griining & Co., of Bristol, for
service on the above railway, which has just lately
celebrated its Jubilee. Originally single-wheel
tanks with 14-in. by 22-in. cylinders and 6-ft.
wheels, these were afterward converted into
tender engines and in that condition for many
years ran the mail trains and light passenger
traffic. One on being withdrawn from service in
Igo I was placed on a pedestal outside the Jam-
alpur loco, shops, with a suitable inscription, and
the last survivor as a tank engine was until
recently still at work shunting in the yard of the
Lilloah carriage and wagon shops at Calcutta.
To point the advance made in 50 years, we
offer for comparison with the original engines
illustrated in the issue already referred to, the
accompanying photo-reproduction and dimen-
sioned diagram, for which we are indebted to the
courtesy of the consulting engineers, Messrs. Sir
A. M. Rendel & Robertson, of Westminster,
S.W., of one of the large six-coupled bogie
express locomotives recently built for the East
Six-coupled Bouie Express Passenger Locomotive, East Indian Ry.
93
Indian Ry. by the North British Locomotive
Co., Ltd. The leading particulars are all detailed
on the diagram and it will be seen that these fine
engines are quite in line with modern ideas and
represent what may be called the XXth century
type of express passenger locomotive.
RECENT LOCOMOTIVES OF THE
BELGIAN STATE RAILWAYS
{Continued from page 46.)
The five types of locomotives already referred
to present no great feature of novelty and have
prototypes on many European railways. One
can scarcely claim for them as novelties the
increased size of the boilers and the application
of the superheater to some of them. But in 1904
the officials of the Belgian State Railways made
a study ot three entirely new types of express
locomotives supplied by the La Meuse and John
Cockerill Companies, and have now examples of
these machines in actual service. The engines
built by the former works are of the six-coupled
bogie type, with four simple cylinders, and the
two other examples, built by the Societe John
Cockerill, having the same arrangements of
wheels, are both four-cylinder compounds.
Fig. 6 shows the four-cylinder simple engine
3303> built by La Meuse it is prov^ided with
;
 June isth, 1906. The Locomotive Magazine, 95

the Schmidt superheater, whilst No. 3302, also
by the same firm, is of similar type, but has no
superheater, and is fitted with cylinders of
smaller diameter. The principal dimensions of
^^o- 3303 are as follows: diameter of cylinders
i7|-in., stroke 24-in diameter of bogie and
, and outside cranks on the same side of the engine
coupled wheels 2-ft. ii^-in. and 6-ft. 6-in.
respectively, wheelbase of bogie 7-ft. 4|-in., total
wheelbase 28-ft. 8-in., total length over buffers
38-ft. 4|-in. diameter of boiler 5-ft. 6|-in., height
; possible and indeed considerably simplifies the
and a similar means of attachment causes the
motion given to the valve-spindle B of the inside
cylinder to be transmitted in the reverse direction
of travel to the valve-spindle H
of the outside
cylinder. It should be mentioned that the inside
are set at angles of 180", and that all four cranks
are therefore quartered, and this arrangement
renders the use of two sets of radial motion
details of the motion.
The other locomotive, No. 3302, is exactly
similar to No. 3303, as described above, except
that the cylinders are of smaller diameter,
i6j%-in. instead of 17^-in., and that the Schmidt
superheater is not adopted. There is a slight
diminution in weight, owing to these modifica-
tions, and the heating surface is also different,
owing to the absence of the superheater tubes ;

the firebox surface is 181. 16 sq. ft., but the tube

surface is increased to 1863.4 sq. ft., thus making
a total heating surface of 2,044.56 sq. ft. Fig. g
shows the front elevation of Nos. 3302-3303.
These two en-
gines have been
subjected to a
series of exhaus-
tive comparative
trials, which have
so far shown a
slight advantage
Diagram of Valvf. Mo i ion of Four-cylinder Locomotives to the one provided
Nos. 3302-3303, Belgian State Rys.
with the Schmidt
of centre above rails 9-tt. zf^-'m., containing 180 superheater. On a
flue tubes of 2 -in. diameter and 13-ft. ij-in. long line having gradi-
between tube plates, and 25 of 5-in. diameter for ents of I in 200 for
the Schmidt superheater heating .surface firebox; :
many miles to-
181. 16 sq. ft., flue tubes 1,494.83, total 1,675.99 gether. No. 3303
sq. ft. superheater 446.7 sq. ft., grate area
;
has hauled without
Front Elevation of Nos. 3302-3303,
32.4 sq. ft., boiler
pressure 200 lb. per sq. in,, difficulty trains Belgian State Rys.
weight of engine in working order 82 tons, of weighing 327 tons,
which 55 tons are available for adhesion. at speeds varying between 40 and 56 miles per
Details of the boiler of this engine are shown hour, reaching a maximum at times of 60 miles
in the sectional views in Fig. 7, and the general per hour, and it is possible that even better results
arrangements of the four cylinders and motion may be attained later. With such large boilers
may be understood from the diagrammatic sketch there seems to be no difficulty in keeping the four
reproduced in Fig. 8. The four cylinders, which cylinders supplied with steam, and these two are
are all fitted with piston valves, are placed in therefore interesting examples of simple loco-
line transversely and actuate the leading coupled motives with balanced motion.
axle. Each pair of cylinders on either side of {To be continued.)

the centre line of the engine is controlled by one

set only of Walschaerts valve gear placed out-
side the frames. The travel of the radial lever
of the motion is transferred to the rocking shaft
A by means of the crank C, and another crank
D transmits the motion to the inside cylinder
valve spindle B. The spindle is extended
through the front end of the valve chest, as
shown, with a link attachment to a vertical
rocking shaft F, furnished with balance cranks.
We have received from Messrs. Wm. ]. Brooks & Co.,
of Letchworth, Herts., an ingenious little corner curve
for draughtsmen. The instrument is a circular templet
of transparent sheet celluloid provided with a number of
notches cut in the periphery with curves of different
radii. To hold it when in use, a wooden peg is riveted to
the centre, while a circular ridge on the underside raises
the working edge enough to prevent the ink running
under. It should be a useful substitute for compasses
for rounding-off fillets, etc., in machine drawing.
 — —

96 The Locomotive Magazine. June 15th, 1906.

TENDER WATER SCOOP, C.E R.
By the courtesy of Mr. James Holden, the
locomotive, carriage and wagon superhitendent
of the Great Eastern Railway, we are able to
show herewith a series of detail drawings illus-
FiG. Df.tails of Cylinukr and Wx-iy.R Scoor.
1.
trating the gear for picking up water applied to
the tenders of main line locomotives on that
railway. The scoop is operated by means of
compressed air supplied from the air reservoir of
the brake apparatus, which is for this purpose
divided into two compartments, one of which
receives compressed air from the Westinghouse
pump, and supplies power to the scoop and other
gears, whilst the other compartment stores air
for the brake only, which is delivered from the
first compartment through a non-return valve
placed on a pip^e connecting the two reservoirs.
Both reservoirs are therefore available for the
supply of brake power, but only the first portion
can be drawn upon to supply power for the scoop
and other gears, thus preventing risk of an
unintentional application of the brake.
The operation of picking up water is performed
as follows The handle T of the control valve is
:
trough. By then replacing the handle in the
central or normal position, the air is allowed to
pass freely from the cylinder, and the scoop is
maintained in the "up" position by means of
the coil springs M.
The air cylinder A, Fig. i, consists of two
parts, a working portion B and a
dashpot C. Passages D and E admit
pressure to the bottom and top of the
cylinder respectively. In the top of
the dashpot are two small ports F, and
lower down four larger ones marked G.
A piece of wood H
is interposed be-
tween the pistons to reduce the volume
of air used. The reason for forming
the dashpot at the cylinder instead of
at the control valve is to provide a
quicker action in working. To make
the down stroke and lower the scoop,
air is admitted to passage E, Fig. 2,
and the piston in its descent pushes the
scoop, to which it is attached by links
L, into the trough. These links L are
provided with a slot J, and when the
scoop is first lowered into the trough
the pin K
is at top of slot, but as the
resistance of the water increases the scoop is
drawn deeper into the trough, with the result
that more water is supplied to the tender.
The " up" stroke is performed by opening the
passage E to exhaust through the control valve

moved from the normal position as shown, to the

position marked " down." This causes air under
pressure to be admitted by the pipe S from the
air reservoir, through the control valve and pipe
I to the top of the piston in the cylinder the A ;

scoop is then pressed down into the trough by

the descending piston, and, the engine being in
motion, the water in the trough is forced up the
scoop N and uptake O into the tender tank.
Enough water having been gathered up, the
I'lG. 2. Enlarged View of Cylindkh.
handle is now placed in the position marked
"up." This opens the top side of piston to and admitting air to the bottom of the piston
exhaust and permits pressure to be transmitted through D. As the piston ascends it lifts the
through the pipe U
to the underside of the scoop out of the trough. During this stroke the
piston, which ascends and lifts scoop out of air above the piston is exhausting through the
June 15th, igo6. The Locomotive Magazine, 97

passage E and port G. As

soon as the ports (t are covered
up, the remaining air escapes
slowly through ports F and
provides the cushioning neces-
sary to prevent damage to the
pistons from shock.
In the normal position, when
there is no pressure in the
cylinder, the scoop is held up
into the shield by coiled V
springs M. The set bolts Z
are to maintain the scoop in its
correct pasitioa with relation
to the bottom of the trough,
having regard to the wear of
the tender wheels. The aver-
age amount of water picked up
on passing over a trough is
1,900 gallons.

The Caledonian Railway have

issued a handsome and useful guide
book, entitled " Through Scot-
land." Everything a tourist wants
le know
is set forth. It is a high
class publication both as regards
letterpress and the illustrations.
"The Hotel and Lodging-house
Guide" igo6 contains full in-
for
formation regarding accommoda-
tion at all the favourite holiday and
pleasure resorts throughout Scot-
land. A most artistic booklet on
" Oban, and the Land of the Gael,"
by G. Eyre-Todd, describes all that
is romantic and beautiful in the
West Highlands. The illustrations
are reproduced exquisitely. The
three publications can be obtained
from Mr. Calthrop, superintendent
of the line, 302, Buchanan Street,
Glasgow, for the cost of postage, 6d.

Messrs. W. G. Bagnall, Ltd.,

of Stafford, have sent us a copy of
their new illustrated catalogue of
locomotives, rolling stock and
equipment generally for railways.
Designs of locomotives are shown
for all purposes —
brancli line ser-
vice, collieries, iron and steel works,
contractors, etc. Special attention
is given to tire rolling stock for
narrow gauge and light railways.
The list also includes tip wagons,
colliery plant, crossings, switches,
turntables, rails and sleepers of all
types. A
reprint of an interesting
article on the Camber & Rye Light
Ry., illustrated from photographs,
IS included, and a steam rail motor
car is also illustrated.
 ; ;

98 The Locomotive Magazine. June 15th, 1906.

BOGIE PASSENGER. LOCOMOTIV E5, heiglit of boiler centre above rails 6-ft. 6-in. ;

HIGHLAND RAILWAY. heating surface : firebox 93-ft., tubes 1,123 sq. ft.
total 1,216 sq. ft.; grate area 16.2 sq. ft. The
When Mr. Peter Drummond succeeded Mr. tender is carried on six wheels of 3-ft. 9-in. dia-
D. Jones as locomotive superintendent of the meter, and has a capacity for 2,100 gallons of
Highland Ry., in 1897, there were in coarse of water. The total wheelbase of engine and tender
construction at the Lochgorm works of the is 42-ft. 9-in., and the length over buffers is 58-ft.
Company four locomotives intended for service 7 -in. ; the total weight of engine and tender in
on the Dingwall and Kyle section. Begun by working order is 73 tons.
one and completed by another superintendent, No. 48 is one of the engines employed upon the
they represent a period of transition in locomotive Invergarry and Fort Augustus Ry., a line entirely
design, their chief dimensions and general outline separate trom but worked by the Highland Ry.
being of Mr. Jones's standard, whilst the minor The other locomotives of the class work between
details were Mr. Drummond's. Kyle and Inverness. Class L is the only series
The principal alterations as compared with on the Highland Ry. the whole of which have
already completed "Skye" bogies consisted in been built in the Company's own workshops.

FoL'E-cuui'LKD BotiiK Mixi D Trai f it Locomotive No. 32, Hiohi.anii Rv.

the abolition of compensating levers between the

coupled wheels, which were a feature in all the
engines of Mr. Jones's design, and the introduc-
tion of the Drummond chimney in place of that
with the copper cap and louvred front. When
built, three were given the numbers 5, 6 and 7,
formerly carried by small Sharp goods engines,
and the other. No. 48, replaced an old passenger
engine named " Dingwall. On the appearance
'
of the "Ben" class, No. 5, 6 and 7 were re-
numbered 32, 33 and 34, replacing " Cluny," the
last single wheeler on the line, and "Birnam"
and "Perthshire," old 6-ft. four-coupled passenger
engines built by Neilson &: Co., in 1863 and
broken up in 1896-7.
With Nos. 70 and 85-88, already illustrated in
these pages, the four engines under notice con-
stitute Class L of the locomotive stock. They
have the following leading dimensions cylinders
i8-in. by 24-in. diameter of bogie wheels 3-ft.
; and the low pressure, 23f-in. in diameter with a
2-in., and of coupled wheels 5-ft. 3-in. coupled
wheelbase 8-ft. 9-in., bogie 6-ft. ; total 21-ft. 6-in.
NEW LOCOMOTIVES, SWISS STATE
RAILWAYS
In our notice of recent locomotives put in
service on the above railway system, on pp. 79-
82 of our last issue, we omitted to mention that
we were indebted for the illustrations and
particulars to M. O. Guiguer de Prangins, of
Lausanne, who has also courteously sent further
details of yet another new class of locomotive for
the same State railways, with the accompanying
photo-reproduction. The locomotives, of which
one is here shown, were built at Winterthur
shops, and are known as series C*, Nos. 2701-
2732. They are, as can be seen, of the Consoli-
dation, or 2-8-0, type and are four-cylinder
compounds, the high pressure cylinders, 14^-1x1.
: in diameter with a stroke of 23f-in. being inside,
;
stroke of 25^-in. being outside the frames. The
heating surface is 1875. i sq.ft., the grate area
 June 15th, 1906. The Locomotive Magazine. 99

CoNsoi.iDAi'io.v Locomotive, Class C't' ^'o. 2713, Swiss State Rys.

26 J sq. and the boiler pressure igg lb. per

ft., GOODS TANK LOCOMOTIVE,
sq. in. In working order the engine weighs SLICO, LEITRIM AND NORTHERN
65 J tons, and the tender, which carries 3,700 COUNTIES RAILWAY
gallons of water and 5 tons of coal, weighs 39
tons. These engines are provided with Fried- The accompanying photo-reproduction, for
mann injectorsand lubricators, Pop safety valves, which we are indebted to Mr. S. Murphy, the
the Langer smoke consumer, the Hasler speed locomotive superintendent, illustrates one of two
indicator and the Westinghouse brake. They new goods locomotives supplied to the above
work principally on the Basle-Olten (Hanne- railway by Messrs. Beyer, Peacock & Co., Ltd.,
stein), Lausanne- Vallorbe, Domodossola-Iselbe "Sir Henry " being delivered in Q04, and " Ennis- i

and new Simplon routes, both with goods and killen"in 1906. They have the following leading
passenger traffic, up to maximum speeds of 40 dimensions: cylinders 17-in. in diameter with a
miles per hour. stroke of 24-in. diameter of six-coupled wheels
;

Six-corPLEi> Trailing Bogie Tank X,ocomotite " Sir Henry," Sliuo, Leitrim Northern Cou^TIES Ev.
 ;

lOO The Locomotive Magazine. June 15th, 1906.

4 - ft. 8-in., and of bogie wheels 3-ft. ; wheelbase: rigid 6-ft. 4-in., total 12-ft. 9-in. transverse play
;

coupled 1 1 -ft. 6-in., bogie 5-ft. 6-in. ; total 24-ft. of truck wheels l o-in. in either direction, con-
7-in.; boiler: length of barrel 1 3-ft. 3-in., diameter trolled by check springs boiler length of barrel
; :

(outside) 4-ft. j-in. ; working pressure 160 lbs. 9-ft., diameter 3-ft. firebox shell
; length 3-ft. :

per sq. in. ; firebox : 4-ft. i|f-in. long, by

i 3-ft. lof-in., width 3-ft. number of tubes 86, diameter
;

7^-in. wide by 5-ft. yf-in. high 158 tubes of i|-in. ;

ij-in. heating surface: firebox 44 sq. ft., tubes
;

diameter heating surface

;
firebox 98.3 sq. ft., :
310 sq. ft., total 354 sq. ft., grate area 8 sq. ft.
tubes 1,049.9 sq. ft., total 1,148.2 sq. ft. grate ;
working pressure 160 lbs. per sq. in. capacity of ;

area 18 sq. ft.: capacity of side and end tanks tanks 600 gallons, and of coal bunker 15 cwt.
1,300 gallons bunker space 68 cubic ft. weight
; ;
weight of engine empty 17 tons, full 20 tons 10
of engine empty 41 tons, and in working order cwt. It will be noticed that central spring

52 J tons. These engines have proved very buffers and couplings are provided, and that the
successful in service, and are economical in coal valve gear is of the Walschaerts type. The line
consumption. The gauge of the railway is is the only narrow-gauge railway in Scotland,
5- ft. 3-in. and will not be open for traffic for some time'.

Six-covpi.Ki) 'rnAii.i.sc, Radiai, Tank Locomotive " Augtll," Campbki.thwn iV- Machrihanish Light llv.

SIX-COUPLED TANK LOCOMOTIVE, Messrs. Percival Marshall &: Co. have forwarded
CAMPBELTOWN & MACHRIHANISH U5 "The Model Engineer Screw-cutting Indicator," which
consists of two cards revolving on one centre and
LIGHT RY. combining to show what wheels should be used in a
lathe to cut any desired thread with guide screws of 2,
We are indebted to the builders, Messrs-
4 and 8 threads per inch respectively, a separate card
Andrew Barclay, Sons & Co., Ltd., of Kilmar- being supplied for each size of guide screw at 2d. each.
nock, for the accompanying illustration and The rule for calculating wheels not included in the
description of a side tank 0-6-2 locomotive sup- tables is also given.
plied to the above railway, as was noted in our
March issue. The gauge of the line is only
2-ft. 3-in., but the frames of the engine are made
Messrs. Cochran & Co., Annan, Ltd., issue a novel
card indicator with revolving disc to show the size of
so as to admit of a subsequent widening to 2-ft.
Cochran patent boiler required for engines ranging up
6-in. should that course prove desirable for any
to 300 i.h.p., and of varying degrees of efficiency from
reason. Leading dimensions of this engine are 20 to 30 lbs. per i.h.p. It should be a most useful guide
as follows cylinders i i^-in. in diameter by i8-in.
:
to steam users, as it includes tables showing the size of
stroke diameter of coupled wheels 2-ft. 9-in.. and
; boiler required for winch engines on board ship. The
of radial truck wheels i-ft. lo-in.; wheelbase: price of the card is 6d.

June isth, 1906. The Locomotive Magazine*
CONTRACTOIIS' SlX-COUPI.Kl)
CONTRACTORS' TANK LOCOMOTIVE,
SHANGHAI-NANKING RY.
The builders, Messrs. W. G. Bagnall, Ltd.,
have supplied the accompanyingillustration of one
of two six-coupled tank locomotives supplied to
Messrs. Matheson & Co., the contractors for the
Shanghai-Nanking Railway. They were built to
the approval of Sir J. Wolfe Barry, Morrison &
Barry, the consulting engineers of the railway,
and have the following leading dimensions
cylinders 15-in. in diameter by 20-in. stroke;
diameter of coupled wheels 3-ft. 7-in., wheelbase
ii-ft., total length over buffers 23-ft. 2^-in.
boiler: length of barrel 9-ft. i-in., diameter
3- ft. 7-in.; outside firebox 4-ft. 7-in. long by
4- ft. i-in. wide, 1.32 tubes of if-in. diameter;
heating surface
: firebox 68.25 sq. ft., tubes
grate area
653.5 sq. ft^-j total 721.75 sq.ft.;
14 sq. ft., working pressure 160 lbs. per sq. in.,
capacity of saddle tank 720 gallons and of bunker
60 cubic ft., weight ot engine in working order
32^^ tons. Stephenson link motion is used, and
the engines are equipped with Holden & Brooke's
injectors and steam and hand brakes. The total
height above rail level is ii-ft., and the gauge is
4-ft. 8|-in. Central couplers are provided.
We have received from the publishing department of
the London & North Western Ry. a tastefully prepared
little pamphlet entitled " Four Welsh Spas," dealing
with the wells at Llandrindod, Biiilth, Llangammarch
and Llanwrtyd respectively. In addition to elaborately
illustrated descriptions of these health resorts, there are
also full particulars of the means to reach them, and
various other particulars of the services on the
L. &
N.W.R., the whole constituting a most interesting
addition to railway literature. An accompanying leaflet
gives useful information respecting the different hotels
under the management of the railway in question.
;
:
101
TaNK LOCOMOTIVE, Sll ANOHAI-NaNK ING PlV.
REVIEWS.
" Modern Steam Road Wagons." By W. Norris.
London : Longmans, Green & Co. 7s. 6d. net.
This work deals exclusively with the subject of heavy
steam motor wagons. The author has been careful to
include particulars of some of the htest designs of road
wagons, embodying the modifications necessitated by
the recent Board of Trade regulations, the text of which
he gives in the book. He has condensed in practical
shape the experience of the various builders in over-
coming the difficult problems of designing road
wagons, and also furnishes a useful guide to prospective
users, to enable them to select the best possible
vehicles to suit their particular requirements, without
going too deeply into technicalities.
"The Chemistry of the Materials of En-
gineering." By A. Humboldt Sexton. Man-
chester The Technical Publishing Co., Ltd.
:
The important part played by chemistry in all
branches of engineering is now thoroughly recognised,
and the volume under notice gives in a concise and
handy form the chief facts that are likely to be of use
to engineers. The chapters on the various forms of
iron and steel, copper, brass, and other materials, and
the description of their production and manufacture
will appeal mostly to the works manager's department,
but the information given under the respective heads of
fuel, water and lubricants might be studied with
advantage by all connected with the running shed.
The arrangement of the various subjects under their
respected headings is particularly clear, and the compli-
cated formulae and analyses so frequently found in
work-i of this description have been kept to a minimum,
whilst the illustrations, though not numerous, are
carefully and accurately drawn.
—
CoNTKAcrs. Amongst the recent contracts made by
the Empire Roller- Bearings Co., Ltd., are the fitting of
60 additional heavy goods wagons with roller bearing
axleboxes, making i+o wagons thus fitted for one
Company, and 100 tramcar axleboxes for Peckham
trucks for Biazil.
I02 The Locomotive Magazine. June 15th. 1906.
 ;;;

The Locomotive Magazine. 103

NEW BOGIE CARRIAGE STOCK,

L. B. & S. C. R

On the facing page we illustrate a series of

new bogie carriage stock recently introduced on
the above railway by Mr. D. E. Marsh, the loco-
motive, carriage and wagon superintendent,
which is well-abreast of modern ideas. The four
examples chosen for illustration, with two others
—a composite bogie and a triple composite
lavatory bogie —
are all of the same leading
dimensions, as follows length of body 54-ft.
:

width of body 8-ft. 6-in. height inside 8-ft. 7 |-in.

;

height from rail 12-ft. ii-in. wheelbase 45-ft. ;

bogie centres 37-ft. length over buffers 56-ft.

;

1
1 -in. The ist class bogie brake has four
passenger compartments, each 7-ft. 3-in. long,
and seats 24 travellers. The 2nd class bogie has
eight compartments, each 6-ft. 2-in. long, seating
78 passengers, and has in addition two lavatory
compartments. The 3rd class bogie has nine
compartments, 5-ft. io|^-in. long between trans-
verse bulkheads, seating a total of 90 passengers ;

M and the 3rd class brake with five similar compart-

g ments seats 50. Of the types not illustrated, the
g composite bogie has four ist class compartments,
^ 7-ft. 2-in. long, seating 32 passengers, and four
g 2nd class, 6-ft. I -in. long, seating 40 passengers,
5 or a total of 72 the triple composite lavatory
;

5 bogie has two ist class compartments, 7-ft. 2-in.

g long, seating 10 passengers; two 2nd class, 6-ft.

I
long, seating 20 passengers and four 3rd class,
;

M 5-ft. 9-in. long, seating 40 passengers in addition ;

I to two lavatory compartments adjoining the ist

o class the total accommodation being for 70
;

^ passengers.

6 NEW SLEEPING CARRIAGES,

MIDLAND RAILWAY.
The sleeping car here illustrated is
first-class
65-ft. long andwide, which is the maximum
9-ft.
width available on English railways; this allows
sleeping berths 6-ft. 2-in. long to be arranged
transversely, with ample space for a corridor
running the full length of the vehicle, thereby
admitting of access to other parts of the train.
All the sleeping berths are on the same level
one of them is double, the other 10 having one
berth each, but eight of them may be converted
into double compartments if desired, by the with-
drawal of sliding doors in the partitions. Spring
mattresses are provided, and each compartment
is supplied with proper lavatory accommodation,
in addition to which there is a well appointed
water-closet at each end of the car. smoking A
compartment with a folding table is provided at
one end of the car, and an attendant tra^•els with
each car and supplies light refreshments when
they are required.

I04 The Locomotive Magazine,
Being built with a clerestory-
roof, the compartments are
lofty and airy, and the interior
fittings have been designed
with a view to giving the
maximum amount of con-
venience and comfort during
long journeys. Efficient roof
ventilation is provided, which
may be augmented in summer
time by lowering the windows
and inserting wire-gauze dust
screens in the openings,
whilst in the winter the car is
heated by steam, the temper-
ature being regulated by pas-
sengers in the compartments
to suit their convenience.
Particular care has been
taken to ensure smooth run-
ning, and to prevent noise and rattle when travel-
ling at high speeds. With this object in view, the
flooring is double and has been specially arranged
with a view to deaden sound; its upper surface is
covered with an Axminster pile carpet. All the
interior doors have been made to slide, so as not
to block the corridor and also to obviate the possi-
bility of disturbance through banging.
The vehicles are fitted with the new passenger
communication, which applies the brake and can
be operated by a passenger in any compartment.
There is also a complete installation of electric
bells by means of which passengers can call the
attendant. The car is lighted throughout by
electricity, the fittings being so arranged that a
passenger can turn the light on or off from his
sleeping berth. A" Rex " fire extinguisher is
provided in each car for immediate use in case of
emergency.
The new cars have been built at the M. R.
Works at Derby, to the designs of Mr. D. Bain.
MINERAL WAGON ON NORTH
BRITISH RAILWAY.
The accompanying illustration shows a
peculiar steel bodied hopper wagon of the North
British Railway, used chiefly for the conveyance
of gas coal from the Lothian coalfields to gas
works on the system provided with appliances
for the handling of such trucks.
These wagons, a large number of which are in
use, can, according to modern ideas, hardly be
considered of economical design, as on a tare of
5 to 5^ tons they carry but 6 tons of paying load,
a proportion of i to 1.2 (as compared with i to
2.35 in the new Caledonian eight-wheeled
" hoppers "), but owing to their short wheelbase
they are very useful for the sharp curves which
abound at the collieries and gas works.
—— —
June isLh, 1906.
6-TONS MiNF.UAL WaGON, XoKTII BRITISH Ry.
The underframing is of wood, as are the two
hopper doors at the bottom, which open by
hinges and are secured by four bolts, two at each
side and clearly seen in the illustration. The
wheels, &c., are of the usual North British
standard for mineral stock.
Trade Catalogues, Pamphlets, etc., received: —
J. Wright, Ltd., of Leyton Green
Messrs. Archibald
Road, London, N.E.— Sections " " and "I " of list M
of electrical specialities.
The Brush Electrical Engineering Co., Ltd., Victoria
Works, Belvedere Road, London, S.E. Steel rolling —
stock.
Crosby Steam Gage and Valve Co., 147, Queen
Victoria Street, London, E.C. —
Crosby specialities.
George Polkey, Ltd., Hockley Lamp Works, Pitsford
Street, Birmingham, and Finsbury Pavement House,
—
London. The Polkey headlight, Polkey's lamps.
The Consolidated Pneumatic Tool Co., Ltd., Palace
Chambers, 9, Bridge Street, Westminster, S.W. Special —
circular No. 13, relating to electric drills, etc.
The locomotive MAGAZINE.
No. 166. : June 15th, 1906.
PUBLISHED BT THE
LOCOMOTIVE PUBLISHING COMPANY, Limited,
3. Amen Corner, Paternoster Row, London, E.C.
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'
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 TH^ irOgomoTiQe
Vol. XII. JULY
RAILWAY NOTES.
3l Great Western Ry. — The accompanying
photo-reproduction shows the new four-cylinder
Atlantic No. 40 hauling the 11.40 a.m. express,
Paddington-Ilfracombe, which now runs via the
new Castle Gary line and starts 5 min. later than
before and is accelerated throughout to the extent
of 37 min. to Ilfracombe, 36 min. to Exeter and
FOUR-CYLINDEE ATLANTIC LoCOMOTIVK NO.
32 min. to Torquay. No. 40 is stationed at
Old Oak Common, and general dimensions
is in
similar to the other Atlantics on the line, except
in regard to having four cylinders i^\-\n. in
diameter by 26-in. stroke. The inside pair are
placed under the bogie platform in advance of
the smokebox saddle and drive the leading pair
of coupled wheels.
The latest of the 3701 class of four-coupled
bogie engines are Nos. 3708-3718.
Two more 7 -ft. 8-in. bogie singles, Nos. 3048
"Majestic" and 3052 "Sir Walter Raleigh,"
have been rebuilt with domeless Belpaire boilers.
(pflGflzine.
14th, 1906. No. 167.
In connection with the Swindon Mechanics'
Institution trip, which took place between the
6th and 13th inst., an elaborate 16 pp. working
time table had to be issued, dealing with trains
conveying 14,620 adults and 10,706 children,
comprising the London, Winchester, West of
England, Weymouth, South Wales and Northern
contingents.
40, HAULING THE U.40 EXPRESS TeAIN, GrEAT WESTERN Ry.
Great Central Ry. — The latest Atlantics
built at Gorton works are Nos. 360, 362 and 363.
Two more compound Atlantics are to be built at
Gorton, also a number of six-coupled outside
cylinder tank engines.
The new six-coupled bogie engines with 6-ft.
6-in. wheels have been delivered by Messrs.
Beyer, Peacock & Co., Ltd., up to No. iioi,
making seven out of the ten in order. There are
also ten similar engines, but with 5-ft. 3-in.
wheels, in course of construction by the same
firm, designed for fast goods traffic. No. 1097
of the former class has been named " Imming-
 io6 The Locomotive Magazine,
ham," after the new dock to be constructed at
Grimsby, the nameplate being above the driving
splasher, as on G.W. engines.
Two ot the five standard six-coupled goods
engines, building by the Yorkshire Engine Co.,
have been delivered, Nos. 1 1 15 and 1 16.
Twelve new bogie passenger tank locomotives
1
will shortly be put in hand " outside."
No. 452, one of the A-ltrincham tank engines,
is being adapted for use as a motor engine with
a trailer car, and three cars specially built for
the purpose are in hand two other similar
;
engines will shortly be adapted.
London & North Western Ry. — Following
are the latest engines of the " Precursor " type
Nos. 804 "Amphion," 990 "Bucephalus," 988
" Bellerophon " and 1787 "Hyperion." The
numbers omitted last month are 1433 "Faerie
Queene " and 1650 " Richard Trevithick." The
number of "Antaeus" is 561, not as given pre-
viously for some time this engine bore the name
; London & South Western Ry.
mis-spelt, " Antaeus."
Three of the new 4-4-2 passenger tank loco-
motives will shortly be in service, bearing Nos.
528, 531 and 784% They are intended for the
Buxton line. A
new type of number-plate, upon
which the date is shown, has been introduced on
this class, and will be carried on the coal bunker
side, it being intended to paint the company's
initials on the tank side.
Among recent withdrawals from service are the
following: singles: Nos. 97 "Atalanta,"
7-ft. 6-in.
531 "Lady of the Lake," 561 "Prince Oscar,"
"
563 " Combermere," 675 " Ivanhoe," 804 " Soult
and 1433 "Daphne"; "Greater Britain" class:
528 "Richard Moon" and 772 "Richard Trevi-
thick"; " Teutonic " class 1305 "Doric"; 4-ft.
: may also shortly be supplied with motor coaches
6-in. double end tank 282, 988 and 990; special
: in place of locomotives and trains of the ordinary
DX goods 1650, 1787 and 2017 4-ft. 3-in. tender
: ;
goods 784 and No. 1 132 " North Western," of
: ;
the " Newton " class.
The following tour-cylinder compound eight-
coupled mineral engines have been converted
into "Consolidations": Nos. 1044, 1273 and
2570; and the following, three-cylinder type,
have been converted to simple type, with large
boilers: Nos. 1822 and 2548.
Midland Ry. — Of the
20 new three-cylinder
compounds in course of construction at Derby,
the latest completed are Nos. 1020-1023.
By a misprint, the ten new goods locomotives
referred to in our May issue were allocated Nos.
575-584 ; their numbers are 275-284.
The 7-ft. bogie engines Nos. 157, 2 186 and 2 194,
the 6-ft. 6-in. bogie engines Nos. 162, 185, 187, 194,
2210, 2212 and 230-239, and the double-framed
goods engines Nos. 649 and 683, have been
supplied with new large boilers.
July 14th, 1906.
Several motor trains of the type illustrated on
page 54 are now at work on local services from
Derby to Wirksworth, Ashby and Ripley, and
on the Sutton-in-Ashfield and Hemel- Hempstead
branches.
South Eastern & Chatham Ry. Five —
new engines of Mr. Wainwright's latest express
passenger type, similar to No. 273 illustrated in
our February issue, are now out bearing Nos. 275,
503, 504, 506 and 511. U^, /jft
The following new bogie tank locomotives are
now running Nos. 305, 306, 308 and 309,
:
replacing Mr. Stirling's bogie tanks which are
now "A" list.
in the
A number of Stirling engines have recently
:
been rebuilt with domed boilers and new cabs,
amongst them being the four-coupled bogies, Nos.
29, 35, 187, 212and 249; the bogie tanks, Nos.
304, 324 and 81 and the six-coupled goods
;
engines, Nos. 282, 373, 377 and 316.
—The four-
cylinder 4-4-0 and 4-6-0 locomotives which were
withdrawn from service during the winter months
are again at work on the summer traffic.
The engine concerned in the lamentable dis-
aster at Salisbury on the ist inst. was No. 421,
of the class illustrated in our issue of July, 1904.
In connection with the notes in recent issues
relative to new rail motor coaches, the following
branch lines of the L. & S. W. R. will this summer
be worked by this type of vehicle Friary and :
Turnchapel Plymouth and Tavistock; Bishop's
;
Waltham Exeter and Honiton Poole, Bourne-
; ;
mouth and Christchurch ; Bodmin and Wade-
bridge Fratton and Southsea Hurstbourne and
; ;
Fullerton and it is possible that other sections
;
type.
It is interesting to note that the last of the
named goods engines of Mr. Beattie's design,
No. 092 " Charon," has been withdrawn from
service after 39 years of work, during which it
has run a mileage of over 973,000.
G.W.R. locomotives are now working through
to Southampton from Winchester (Cheesehill),
piloted by South Western drivers.
Midland Ry. Locomotives for Italy. —
Recent developments on the Italian Government
Rys. have given rise to a considerable shortage
of locomotive power, and extensive orders for
new engines have already been given out, the
Baldwin Co. in particular having secured a
contract for 20 locomotives. Owing to immediate
want of adequate engine power, however. Comm.
Luigi and other State officials have paid a visit to
this country for the purpose of obtaining some
second-hand locomotives to tide over the present
 1 ,

Jul)' 14th, 1906. The Locomotive Magazine. 107

season, and after careful inquiry and inspection
in various quarters they have, we understand,
arranged to acquire at once 50 six-coupled goods
engines from the Midland Railway, which that
company will replace by newer and more
powerful locomotives, better suited to the
growing requirements of the line.
Franco -Spanish Rys. — Owing to the differ-
ence in gauge of the lines in the two countries,
travellers by the Sud Express now have to change
cars at the Spanish frontier station at Irun on the
southward journey and at the French frontier
station at Hendaye going north. Arrangements
are being made for the provision of a third rail to
suit the Spanish 5-ft. 6-in. gauge from the frontier
station to Biarritz, and similarly to suit the
164 miles 56 chains via Quainton Road. The
running time has also been increased by 3 min.,
making the booked time 178 min. The G. N.R.,
therefore, still holds the record to Sheffield with
the 6.10 p.m. express from King's Cross, which
performs the journey in 170 min.
G. W. R
New Route to Plymouih.— The
shortened route to Plymouth m'a Castle Cary and
Langport was opened for traffic on July 2nd. A
saving of 20 miles between London and Taunton
and places westward is effected. The " Plymouth
Limited," which starts running again on July
2 1 St, will take the new route and reach its
destination in 4 hours 10 minutes, instead of
4 hours 25 minutes, the time it occupied last year.
Exeter, too, will be 3 hours and 3 minutes from

Photo by the Paris-M.^ukid Expkess, Irun Station, Northern Ky. oi' Spain. Loco. Pub, Co.

Standard 4-ft. 8J-in. gauge from the frontier to London, instead of 3^ hours. On Friday, June
.San Sebastian so that the express trains from 29th, a special train was run over the new route,
Paris may run right through to the latter place. leaving Paddington at 9.30 a.m. and running to
King Alfonso has expressed a wish that the mixed Plymouth without a stop, arriving there at 1.40
gauge may be extended as far as Madrid. p.m. The following is a copy of the official
The engine shown is one of the large six- schedule of the train timing
coupled bogie compound express locomotives of U. Cli. A.M.
Paddington dap 9.30
the Northern Ry. of Spain, built by A. Borsig, IIS 28 Castle Cary pass 11.33
of Berlin. 129 73 Langport „ 11-49
173 54 Exeter 12-33

Great Central & Great Western Jt. Ry. —

P.M.
2-5 57 Plymouth (North Road) . arr. 1.40
227 o Plymouth (Millbay Docks) „ 1-50
From the ist inst. the G.C.R. "Sheffield Special," Plymouth (Millbay Docks) dep. 4.10
leaving Marylebone at 3.25 p.m., has been diverted I 23 Plymouth (North Road) . 4.20
to the new Wycombe-Prince's Risboro' line. S3 26 Exeter pass 5-30
97 Langport 6.14
The distance from London to Sheffield by this 1 1 52 Castle Cary 6.30
route is 169 miles 4 chains, as compared with 227 o Paddington 8.30
 .

io8 The Locomotive Magazine. July 14th, 1906.

SIX-COUPLED BOGIE EXPRESS

LOCOMOTIVE, CALEDONIAN RY,
By the courtesy of Mr. J. F. Mcintosh, the
locomotive superintendent, we are able to
reproduce here a photograph of No. 903, one
of five new express locomotives now in course
of construction at the St. RoUox works of the
Caledonian Ry. As can be seen, these
engines are of very similar type to Nos. 49-50,
but experience with the pioneers of the class
has dictated sundry modifications of detail.
For example, the diameter of the cylinders
has been reduced by i-in., and the connecting
rods are, by a slight alteration of the wheel-
base, increased in length from 6-ft. 8-in. to
7-ft. These changes have not, however,
necessitated any change in the valve motion,,
except to the extent of lengthening the rods.
While the total wheelbase remains as in Nos.
49-50, the rigid wheelbase of the coupled axles
is reduced by 4-in., and this again is still
further minimised by providing ^-in. of side
play on the trailing axle, which has, of course,
necessitated the use of knuckle-joints on the
coupling rods. The alteration in the wheel-
base and a desire to effect a better distribution
of weight at the trailing end has led to the
employment of a built-up steel plate drag-box
in place of the cast-iron box formerly adopted,
and this alteration of weight is also affected
by the substitution of direct stays in place of
roof-bars in the firebox crown. The boiler is
slightly longer in the barrel, and has its dia-
meter increased from 5 -ft. to 5 -ft. 3|^-in., and
the tubes are now all 2 -in. in diameter, of mild
steel, galvanised.
Following are leading particulars of No. 49
and No. 903 for comparison
No. 49. No. 903.
Ft. In. Ft. In.
Cylinders diameter
: . 0 21 0 20
stroke 0 26 0 26
Wheels bogie, diameter on tread
:
3 6 • 3
cuupled, diameter on tread 6 6 . 6 6

Wheelbase bogie : 6 0 . 6 6
bogie pin to driving wheels 10 6 10 to
driving to intermediate wheels 7 6 7 2
intermediate to traihng wheels 7 6 7 6

Total 28 8 . . 28 8
Boiler length of barrel
:
17 4J • I" 7|
diameter, mean S 0 • S 3^
height of centre from rails 8 6 . 8 6
Tubes lenglh between tubeplates
: 16 3 . 16 8
a.
sq. ft sq. ft.

Heatmg surface : firebox 145 • H8-25

tubes 2255

Total 2400
Grate area 26 26
Weight in working order 73 tons 73 tons
Weight of tender 55 tons 57 tons
Capacity of tender, coal S tons 6 tons
Capacity of tender, water Soco gals 5000 gals.
The Locomotive Magazine.

Anoteworthy feature of these new

engines is the large size of the bear-
ings, which in the driving axle are
9v-in. by lo.'-in., and in the inter-
mediate and trailing axles are gi-in.
in diameter at the ends, 8-in. in the
centre, the shape being concave, and
i2-in. long. The big-end bearing is
also J-in. longer than in No. 49,
being gi-in. by 4j-in. The safety
valves are double, having four 4-in.
valves with independent springs,
and they are set to a working pres-
sure of 200 lbs. per sq. in.
No. 903 is named " Cardean," after
the seat of Mr. E. Cox, one of the
directors of the railway company.

ABERDEEN SERVICE,
NORTH BRITISH RY.

We are indebted to the Railway

Gazette for the loan of the accom-
panying illustration showing one of
the new Aberdeen block trains
recently built at Cowlairs works of
the N. B.R. for service between
Glasgow and Edinburgh and Aber-
deen. The Edinburgh section com-
prises one composite, two 3rd class
and a luggage and brake van, and
the Glasgow portion consists of a
composite, one 3rd class, and a
luggage and brake van, the two
portions joining at Dundee. The
passenger coaches- each measure
58-ft. 4-in. long by 8-ft. 6-in. wide,
and the luggage vans are 59-ft. 8|^-in.
long and 8-ft. 6-in. wide There are
two lavatories to each coach, and
every fitting of the stockis of the most
modern and luxurious character. -

The ten Atlantic locomotives for

this service, referred to in our last
issue, are in course of construction
at the Hyde Park works of the North
British Locomotive Co., Ltd., and
will have the following dimensions :

cylinders 20-in. by 2 8-in. diameter

;

of bogie, coupled and trailing wheels

3-tt. 6-in., 6-ft. 9-in. and 4-ft. 3-in.
respectively ; boiler pressure 200 lbs.
per sq. irv.
Nos. 849-852 are now running,
large six-coupled goods locomotives
with i8|-in. by 26-in. cylinders.
They were built at the Atlas Works
of the North British Locomotive Co.,
Ltd.
 — . — . —— — . ..

I lO The Locomotive Magazine. July 14th, 1906.

<-'oi l'I.KI> I'.V-^l lll-'l, IS OUIGINALI.Y BUII.T IN 1895, (iUKAl EasIKUN Kv.

REBUILT G. E. R. LOCOMOTIVE. Cylinders

Diameter 18-in. i-in.
Length of piston stroke 24-in. 24-in.

By the courtesy of Mr. James Holden, the Diameter of wheels ft. in ft. in.
Leading 4 0
locomotive superintendent of the Great Eastern .

Bogie . 3 I

Railway, we are able to give here the com- Coupied 7 0 . 7 0

parative dimensions of a number of engines as Tender 4 I • • 4 I

originally built and as rebuilt with leading Wheelbase —

Leading to driving centres
bogies and larger boilers. total of 5 1 engines A Bogie centre to driving centre
7 9 •

' 9 6
of this class have been rebuilt, but only 31 have Driving to trailing centres . 8 9 . 8 9
bogies. Total wheelbase of engine . 16 6 . . 21 4i -

As built in 1895. As rebuilt 1906. ,, engine and tender 36 7 . • 41 5h

Six Wheels. Four-coupled Weight in working order T. C. Q. T. C. Q.
(Eoui> coupled.) with leadg. bogie On leading wheels . 14 8 2 .

Boiler ft. in. ft. in.

On bogie • 14 18 2
On coupled wheels . , 27 II 3 . • 32 17 0
Diameter of barrel (outside) 4 4 4 8
Total weight, engine 42 0 I .
47 15 2
Length between tube plates 10 4 10 4
•

,, ,, tender 30 12 2 . 30 12 2
Type of firebox Ordinary Belpaire
,, ,, engine and tender . 72 12 3 . . 78 8 0
Length of firebox (outside) 6 o' 7 o
Width of firebox (outside) oi Capacity of tender
. 4 4
Number of tubes
Coal 5 tons 5 tons
250 287 .

Diameter of tubes (outside) i|-m. Water . 2640 galls." 2640 galls.

If -in.
Worliing pressure, per sq. in. 140 lbs. 180 lbs.
Heating surface tubes
,,
—
firebox .
1098-6 sq. fr.
100-9 "
1358-5 s<:
117-7
ft.
Metropolitan District Ry. Mr. Tarver, of —
,,
total
.

1476-2
the Cleveland Bridge Co., has been appointed
,, ,, , 1199-5 " .

Grate area 18-0 ,,

21-6 engineer of this railway.

CcU)'I,l]p PASSKNCir, 1,1 Xo. 11121. .^s Ri iivii.T WITH ,v Bogie in inOfi, Grkat E.vsterx Ry.

July 14th, igo6. The Locomotive Magazine.
WEIGHING LOCOMOTIVES.
The accurate weighing of a locomotive is
important, not only to ascertain its exact weight
as a whole, but to equalize the amount resting
upon each wheel, and so ensure that the weight
is properly distributed over the whole wheelbase
to provide an easy running, powerful engine, and
one that will not unduly try the roadbed.
It is the usual practice to measure each spring
for camber, selecting those of equal camber for
the same pair of wheels, and also to try the
mean level of the engine by measuring from
Locomotive Weighbridge with Ten Sepakaie
rail to footp'ate at each side and end. These
precautions, however, only give an approximate
result and determine the general level of the
engine, but do not necessarily affect the distribu-
tion of weight.
When the engine is drawn out of the erecting
shop the jolting that it receives while passing
over points, etc., causes it to settle down upon
the springs and enables a fair result to be
observed when the weight resting upon each
wheel is ascertained on the weighbridge.
If these weights vary very much from the
intended figures it will be necessary to transfer
a portion of the load from one wheel, or pair ot
1
1 1
wheels, to others. This can be done on many
engines by means of screw adjusting gear either
at the ends of the springs, where they are attached
to the framing, or at the hangers, where they
are fixed to the axleboxes, the former being the
usual practice. By this means an accurate
weight distribution can readily be effected.
This screw adjusting gear is, however, open
to the objection that it can be tampered with
after the engine has left the weighbridge. On
some railways, therefore, no adjusting gear at all
is provided, and in these cases, should the weight
require to be shifted it is necessary to change
Taiii.ks.
the springs, substituting others of less camber if
less weight is required on any particular wheel,
and of greater camber if more weight is to be put
upon it. Engines can, therefore, only be tampered
with in the running sheds by changing springs,
and as this involves extra work it is more
difficult to do it undetected by those in charge.
It may to many seem unnecessary to guard
against such a contingency, but readjustments of
the loads on wheels have often been made in the
past, due to ignorance of the importance of
equal distribution.
As mentioned earlier, the success of an engine
will largely depend upon the proper distribu-
 I I 2 7 he Locomotive
tion of the weight over the wheelbase. As,
for instance, upon a double ended engine, that
is, one having carrying wheels at each end and
the coupled drivers between, if an excess of
load is thrown upon the end, or carrying
wheels, weight is necessarily taken from the
coupled drivers, and an engine lacking in
adhesive power will result. If, however, a too
large proportion is taken from the carrying
wheels and put upon the drivers the engine may
not slip, but it will ride hard and rough and be
liable to mount the track when on curves, etc.,
and so be unsafe.
From these remarks it may be gathered that
an accurate distribution of the total weight of
a locomotive is of great importance.
The fact of each railway having engines of so
many differing wheel bases, etc., makes it
necessary to provide a weighbridge with several
tables. It is, therefore, usual now to provide
10 tables, one for each wheel of a 10 wheeled
engine, that is, one with 5 axles, enabling the
weight upon each wheel, as well as that upon
each axle, to be ascertained. Such a table,
supplied by Messrs. W. & T. Avery for the Barry,
N.E., and other railways, may be described as a
standard weighbridge for locomotives.
Each table of this machine is completely
equipped with its own levers, knife-edges, steel-
yard, poises, etc., independent of all the others.
It consists of a length of steel rail, upon which one
wheel will rest, and as it is most important that
there should be no liability to " tip " or raise the
opposite end when the engine is run on to the
weighbridge, a novel and pe :uliar system of
levers was necessary to prevent this, and so
protect the knife-edges, etc., as shocks of impact
would necessarily have a disastrous effect upon
the efficiency and life of these relatively delicate
parts.
A massive and substantial cast iron frame,
which is firmly embedded in a concrete and
masonry foundation, supports and encloses all
the mechanism, etc., for the ten tables. The
upper surfaces of the steel rails forming the
tables are made in line and perfectly horizontal,
and the rails spaced to the standard gauge of
4-ft. B\-'m.., a short piece of fixed rail forming a
dead plate between each table or weighing rail.
Between the rails the top cover plates of the
machine are recessed, or dished, so as to allow
room and freedom for men to work below the
engine in changing or adjusting the springs or
gearing, without it being necessary to move
the engine from the weighbridge over an
engine pit.
Each table connects with a separate steelyard,
the two opposite tables for each axle having their
yards upon the same pillar or standard. Thus
for the ten tables there are five standards. Each
Magazine* July 14th, 1906.
steelyard is fitted with poises to weigh by 7 lbs.
divisions up to 10 tons, entirely dispensing with
loose weights, and the whole machine will
indicate accurately up to 100 tons.
An ingenious and simple arrangement of cam
gearing is attached to the pillar for the purpose
of simultaneously locking by one movement the
whole of the 10 steelyards while the locomotive
is being taken on and off the machine. Each
steelyard is fitted with Avery's patent steel
notched protection bar, which renders the un-
sightly indentations and consequent wear upon
the upper edge of the steelyard an impossibility.
These machines can be made with any desired
number of tables and to suit any wheelbase,
capacity or gauge of rails, etc.
{To be concluded.)
TRAFFIC ON THE G.E.R.
The photographic reproductions which are
shown on the opposite page illustrate in a
graphic form the enormous amount of traflB.c,
chiefly of a suburban character, that works in
and out of Liverpool Street Station during every
period of twenty-four hours. For purposes of
observation the camera was, through the courtesy
of the G.E.R. officials, placed in the Bethnal
Green signal-box, which is situated in that mile
or so of line just outside Liverpool Street Station,
known as " the neck of the bottle." Here the 18
platform tracks of the terminus converge into six,
three up and three down, whilst further out these
meet four up and four down tracks, serving the
network of suburban and main lines, all finding
a terminus at Liverpool Street. Through this
bottle-neck, during the busiest periods of the
day, 4 1 trains per hour work inwards and again
outwards the average number of trains arriving
;
or departing during each day of 24 hours being
about 990 in summer and 960 in winter. This
apparently endless procession of trains conveys
an average, inward and outward together, of over
176,000 passengers per day, to and from the
terminus, to say nothing of other passengers who
may alight at or depart from intermediate
stations in the Metropolis. Alarge proportion
of this vast total consists of business and work
people, whose comings and goings are concen-
trated into two or three hours in the morning
and the same in the evening, a fact which renders
the uniformly smooth and punctual working of
the G.E. traffic one of the wonders of the railway
world.
Adding to the above figures about 62,000
passengers to and from Fenchurch Street, and
29,000 to and from Bishopsgate, the daily average
of the Great Eastern Ry. City stations is 267,000
passengers.
Photo hi) FivK Trains in Motion on Betiinaii Green Bank, Great Eastern Ry. Loco. Pub. Co.
 114
Steam Raii,
NEW LOCOMOTIVES FOR THE
GREAT INDIAN PENINSULA. RY
{Con/inued from page 74.)
Another acquisition of the Great Indian
Peninsula Railway is the steam rail motor car,
shown in the reproduced photograph annexed.
The engine, with its boiler, is one of Messrs.
Kerr Stuart's construction, whilst the car body
was built at the railway shops at Parel, Bombay.
The engine has cylinders g-in. diameter by 15-in.
stroke outside the frames, with Walschaerts valve
gear, and a single pair of drivers 3-ft. 5-in. in
diameter it is all carried on the front bogie, which
; steam regulator and vacuum brakes are con-
is detachable for overhaul or repair. The boiler
has 160 i^-in. tubes, with 306 sq. ft. of heating
surface, whilst the firebox adds another 47 sq. ft.
the firegrate has an area of 8.75 sq. ft. The
working pressure is 170 lbs. per sq. in. tank
Trailer Car for Combined Steam
Locomotive Magazine. July 14th, 1906.
Motor Coach, Gbkat Indian Peninsula Ry.
with a capacity of 550 gallons is placed at the
rear of the engine compartment, while the bunker
with space for 15 cwt. of coal is located at the
front of the cab.
Electric light is installed in the car, which is
also furnished with electric head and tail lamps,
the current being generated by a small " turbo-
generator " running at 3,000 revolutions per
minute, supplied by Messrs. Greenwood and
Batley, Ltd., of Leeds. The body represents a
" composite " I. and III. class car, with
accommodation for six and 56 respectively;
suitable luggage room is also provided. The
car can be operated from either end, as both
nected up in the conductor's compartment.
The body of the coach is 48-ft. long, with an
; overall width of lo-ft. The bogie centres are
40-ft. 6-in. apart, while the total wheelbase is
A 5 1 -ft. 6-in. Each bogie has a wheelbase of lo-ft.,
Kaii. Motor Train, biti.t in iO iioiits, Great Indian Peninsula Ry.
July 14th, 1906. The Locomotive Magazine.

but the centre pivot of the engine bogie is set

back I -ft., thus reducing the distance between
bogie centres.
To compete with this steam motor, one of the
original Ghat engines, a very small tank loco-
motive, built by Wilson's, of Leeds, in 1863, has
been re-modelled, and a "trailer" built for it.
The outline sketch shows the arrangement. The
building of the car was accomplished, we believe,
in the record time of 40 working hours, as a
test of the capabilities of the carriage shops in
turning out work quickly in Bombay City. The
car is 62-ft. long and 9-ft. 6-in. wide, and, like
the motor, is a " composite " I. and III. It
seats six first class and 60 third class passengers.
The whole of the material was prepared
accurately by machinery and assembled by men
who made each branch in construction a
speciality. Work commenced at 8.30a.m. on Mon-
day, March 26, and the car was finished, furnished,
painted, lettered, etc., complete, ready for traffic
by the following Friday evening at 5.30 p.m.
No overtime was allowed, and the car is con-
structed almost entirely of Australian timber.
A total of 172 men with eight chargemen were
engaged in the task, but of this number several
worked but a few hours on it, as, for instance,
the painters and trimmers. No material of
foreign origin was employed in construction, and
the Union Jacks displayed on the finished car
are emblematical of its British manufacture.
{To be concluded.)

LOCOMOTIVE WHEELS AND AXLES.

In modern locomotive practice, wheel centres
are almost invariably made of cast steel, the use
of wrought iron for this purpose being now of
rare occurrence ; the exceptions, in the case of
wheels for goods and shunting engines, having
centres of cast iron. These cast steel
centres, in common with all other steel castings,
are seldom made in the locomotive builders'
works, the custom being to furnish the pattern
and leave the casting to outside firms who make
a speciality of this class of work.
But though wrought iron wheel centres are
now more or less obsolete, a short description of
the method of forging them may not be out of
place the process being of considerable interest
;

and forming one of the highest examples of the

smith's art.
The spokes, which are stamped out in dies
under a steam hammer or hydraulic forging press,
are originally in two pieces which are afterwards
welded together, the inner portion being made
with a wedge shaped piece at one end which forms
part of the boss, whilst the outer portion is T
shaped, the cross bar of the T being curved and
 ii6 The Locomotive Magazine*
forming part of the rim. The spokes, when com-
plete, are placed together, as shown in Fig. i
herewith, the wedge shaped pieces forming the
boss. It will be seen that the parts of the rim
do not come in contact with each other, a gap
being left between each of the spokes. A strap
is placed round the whole and the ends of this
drawn together by screws so as to hold all the
spokes in their places. The central part
of the wheel is then heated in a suitable
fire, a round washer of the same diameter
as the boss being simultaneously heated at
another fire. When both are brought to a welding
heat the boss of the wheel is placed on the anvil
of a special steam hammer having a large gap to
enable the wheel to be placed in position, the
tup and anvil being cut out to clear the spokes.
The washer is laid on top and the whole is
united into one solid piece by a few blows from
Fig. 1.
the hammer. A punch is then driven through
the centre to bring the hole for the axle to size,
the outer surface of the boss being finished with
hand tools. Pieces are afterwards welded into
the gaps in the rim and the forging is complete.
In the machine shop the hole for the axle is
first bored, the boss also being faced. For this
process the wheel may be chucked in a large
facing lathe or the work may be done in a boring
machine, the wheel being laid flat. The keyway,
if any, is then cut.
The wheel is next put on the axle, the latter
having been previously finished. The wheel seat
on the axle is turned a shade larger than the
corresponding hole in the wheel, which is forced
on to the axle in a hydraulic press, a pressure of
about 10 tons per inch of diameter of the wheel-
seat being usually adopted, and the keys are
afterwards driven in. The wheels are then turned
up on the rims ready for the tyres to be put on.
The holes for the coupling rod crank pins in
July 14th, iqo6.
coupled wheels are bored out in a quartering
machine, both together and parallel. The machine
has two headstocks, in each of which is fixed a
boring bar. The wheels are held between centres,
one boring bar being below on the same vertical
centre line and the other lying on the horizontal
centre line. Supports are provided between
the wheels for the other ends of the boring bars.
The pins are turned, on the seat, slightly larger
than the hole in the wheel. The latter is heated
locally, the pin inserted and its end rivetted
over.
Tyres are usually purchased in the rough from
an outside firm, the machining only being done
at the locomotive works. They are made of
steel, the process being as follows. The ingot is
first hammered down into a thick slab, the middle
is punched out and the tyre is then rolled in a
specially constructed mill to the right diameter
and section. Before rolling, the blanks are
weighed to insure the finished tyre being of the
right diameter when of the required section.
Aproportion of the tyres are usually tested to
destruction under a falling weight, and a tensile
test is also made before they are accepted by the
locomotive builders. The tensile strength of the
material should not be less than about 45 tons
per square inch, nor the elongation less than 15
per cent, on a length of two inches.
After being received at the locomotive works
the tyre is first chucked and bored in a lathe, the
internal diameter being made a little smaller
than the external diameter of the wheel centre.
The tyre is then heated, usually by gas, and
slipped over the rim on to which it is shrunk in
cooling. The bolts or other fastening devices are
then added.
The heating of tyres by gas is done in a furnace
specially constructed for the purpose. These
furnaces are simple in design consisting, as a rule,
of a brick-lined pit with a row of gas jets around
it, placed horizontally so as to cause the flame to
impinge upon the tyre. Atmospheric burners
are adopted.
A light crane is placed near the furnace by
means of which, when the tyre is at the proper
temperature, the wheels and axles are lifted (the
axle being vertical) and the bottom wheel dropped
into the tyre, after which the latter is allowed to
cool.
The last process is to put the wheels again in
the lathe and turn the tyres to gauge.
Axles, both straight and cranked, are usually
purchased from an outside firm. Tensile and
bending tests are made on metal cut from both,
and straight axles are also tested under a falling
weight. The tensile strength of the material
should be about 30 tons per square inch and it
should have an elongation of not less than 25 per
cent, in two inches.
 July 14th. iqo6. The Locomotive Magazine.
Apiece of the material of a suitable length,
about i\ inches square, should stand bending
double when cold without any signs of failure.
The manufacture of crank axles is interesting.
They are made chiefly from Siemens - Martin
steel, the ingot being cast considerably heavier
than the forging when finished, so that sufficient
metal is used to form a good sound one. Allow-
FiG. 2.
ance should be made for the removal of about
one-third of the upper portion.
The process in the forging of the ingot is
first
to hammer it down into a slab of about 2 -ft. wide
by I -ft. thick as shown in Fig. 2. A hammer of
1 5 tons or over should be used for this operation.
The finishing may be done under a smaller one of
about 8 or 10 tons.
The shaded portions (Fig. 2) are then cutaway
and the ends and middle roughly rounded. The
two projecting pieces form the cranks. Two heats
are necessary for this operation. After the axle
"
has been reheated the crank which is to " follow
is held between the anvil and the tup and a large
sp anner applied to the "leading" crank, which is
drawn up at right angles to the other by means
of suitable hydraulic or other apparatus. The
middle and end portions are then finished and the
cranks hammered up to shape, a portion being
removed from the bottom between the webs.
In machining, the axles are first cut to length
over all and rough turned on the wheel seats and
journals. They are then placed on the marking
off table, where the error in the twist, if any, is
ascertained, the quadrant centres being after-
wards put on accordingly. The space between
the crank webs is tooled out by means of a milling
machine, the tool consisting of a disc round the
periphery of which a number of ordinary cutters
are affixed. Thi s milling tool is first fed into the web
for some distance, after which the axle is caused
to revolve round the centre of the crank pin,
which is thus roughed out. The turned parts
are finished in another lathe, quadrant centres
being fitted to the ends to enable the crank pins
to be turned. The principle of these centres is
shown in Fig. 3. The end of the axle is inserted
in the hole A. The centres B are at right angles
to each other and at a distance from the centre
of the hole A
equal to the throw of the crank.
By inserting the lathe centres in each of the
centres B in turn the axle may be revolved
around the centre of each crank pin.
The edges of the webs are slotted or planed
117
round in special machines, or, if of the Worsdell
circular type they may be turned in the lathe.
When straps are placed round the webs they
are shrunk on.
The manufacture of built-up cranks is a com-
paratively simple matter and calls for no special
machinery. The wheel seats, journals, crank-
pins, etc., can be turned upon ordinary lathes
and the webs finished in the ordinary planing
and slotting machines. The webs are afterwards
forced on to the cylindrical parts and keyed.
Straight axles are, in the best shops, turned in
special lathes arranged with the driving gear at
the centre of their length, and with a slide rest
fitted at each end. The lathe mandrel is of large
diameter, hollow and short, and the axle is
passed through it and held between two dead
centres. The journals and wheel seats are turned
at each end simultaneously the middle portions
;
Fio. 3.
being left unturned. In some shops the journals
are finished by means of a hard steel roller held
in a forked support, the shank of which is held
in the slide rest like an ordinary tool the roller is
;
pressed against the journal and fed along. In
other cases the journals are case hardened after
turning and are finished by grinding.
OLD LOCOMOTIVES ON THE
WESTERN RAILWAY OF FRANCE.
On page 189, volume V., December, 1900,
appeared an account of No. 4 engine, Waterford
and Tramore Railway, which was built in 1844
(this is the date on the original axle) for the
Liverpool and Manchester Railway, and has
been working passenger trains ever since,
though it is now only used for light work in
winter. Some of the French railways have also
very old locomotives still in active service. For
example, the Orleans Company have in their
possession an engine constructed^ to their order
 .. . . —

ii8 The Locomotive Magazine, July 14th, 1906.

in 1846, by vStephenson, after plans by Mons. F. Westinghouse brake, injectors and other modern
Seguin. They also have a locomotive still in improvements. There are at present not more
service built in 1855. than three of these engines in service one of
;

The Western Railway France have a few
engines built in 1844, which are still employed
for light passenger and shunting work. These
engines were the first to run on the line, and
were built to the designs of Mr. Buddicom, at
Chartreux Works, near Rouen. Originally they
were single-driver tender engines and worked
express trains between Paris and Rouen. They
were converted to well-tank engines, and one
of them works passenger trains from Louviers to
St. Pierre-du-Vauvray, on the Paris-Havre main
line,while the others are used for marshalling
passenger trains at Rouen.
Some years ago several of these engines went
through a complete metamorphosis and com-
menced a new period of service as four-coupled
side tanks, similar to several others built by
Messrs. Cail, Gouin, &c. in this case, however,
;

(No. 131) is still preserved in almost its original the engines were so materially altered that they
condition in the Sotteville Works, near Rouen. were practically new this type of engine is very
;

This engine formed part of the company's common on the Western Railway, and works

Single Driver Tank Locomotive No. U128, Western Ky. or France.

exhibit in the Champ de Mars, at the Paris local and branch line traffic on all parts ot the
Exhibition of 1900, and the following particulars system.
obtained then may be of interest : Several of the six-wheeled four-coupled express
Distance run, 1,310,000 kilometres, or 813,986 miles. engines with outside frames on this line, built by
Boiler pressure 6 atm. or 88 lbs. per sq. in. Messrs. Neilson & Co., of Glasgow, have now
Weight empty 18 600
t.
been rebuilt with leading bogies at the Rouen
full 23 t. 900
Cylinders, diameter .317 m. or 12-ft. -Hi-in. and Rennes shops.
,, stroke .
•535 ™- 2 1 -ft. "iVin. It may also be noted in passing that many of
Driving wheels, diameter. m. 710 5-ft. 7iVin.
I
the old four-wheeled first and second class
Heating surface firebox :
4 95=53-22 sq. ft.
tubes . 48 m. 73=524.48 ,, carriages have been curiously transformed into
long corridor coaches. The method of doing
Total 68.=577.70 sq.
53. ft.
this is to join together two of the old carriage
Grate area . .87 m'-'=9.3 sq. ft. bodies, with a new lavatory between and a side
Wheelbase . 3 m 9S9=i2-ft. nil-in. corridor made right through. The vehicles as
Length over buffers m. 327=24-ft. Oi%-in.
7
thus reconstructed are more than double their
The example we No. 0128, has been
illustrate. former length, but curiously enough these rebuilt
altered by rebuildings, and the addition of the coaches run on four wheels.
 :

July 14th, 1906. The Locomotive Magazine, 119

'
Consolidation " XiOcomottve, Bataeian State Eys.

KRAUSS LOCOMOTIVE NO. 5,000. total wheelbase of 17-ft. Sf-in. it ; has a capacity
for about 4,000 gallons of water and 6 tons of
The well-known locomotive building firm, coal, and weighs, about 44^ tons.
full,
Messrs. Krauss & Co., of Munich, have recently Our other illustration depicts a previously
completed their 5,000th locomotive, and they built tank locomotive for the metre - gauge
have celebrated the occasion by issuing a most Cantabrian Ry. from Santander to Llanes. This
beautifully printed souvenir and catalogue, of engine is No. 4,991 in the books of the makers,
which a copy has reached us. The locomotive in and has the following leading dimensions gauge :

<5uestion, which is illustrated in the accompanying of railway 3-ft. 3f-in. cylinders i5|-in. in dia-
;

photo-reproduction, is a powerful "Consolidation" meter by ?3|-in. stroke diameter of leading and

;

engine for the Bavarian State Rys., a line of trailing wheels 2 -ft. 2|-in., and of coupled wheels
normal gauge, and is of the following leading 3-ft. 1 1 J-in. total wheelbase 2 o-ft. oj-in.
; boiler, ;

<3imensions : cylinders 21 J- in. in diameter by diameter (mean) 3-ft. io|^-in. height of centre;

24-in. stroke ;diameter of coupled wheels 4-ft. above rails 6-ft. lof-in. 134 tubes, 14-ft. ij-in.
;

2-in.; total wheelbase 2 3 -ft. 3i^-in. heating;

long and 2-in. in diameter heating surface
;

surface, firebox 118 sq. ft., tubes 2,057 sq ft., firebox 62.3 sq. ft., tubes 993.7 sq. ft., total 1,056
total 2,175 sq. ft. grate area 30.67 sq. ft. boiler
;
; sq. ft.; grate area 17.22 sq. ft. boiler pressure ;

working pressure 176 lbs. per sq. in. weight in

; 176 lbs. per sq. in. capacity of tanks 880 gallons
;

working order about 64 tons. The engine is and of bunker i J tons weight of engine 43! tons,
;

provided with a double bogie tender, the wheels of which 32 tons are on the coupled wheels;
being 3-ft. 3|-in. in diameter, distributed over a length over buffers 29-ft. i |-in.

Metre Gauge 2-6-2 Tank Locomotive "Cabra," Cantabrian Ry., Spain.

 120 The Locomotive Magazine. July 14th, 1906.

A RAILWAY ON A ROOF. SOUTH AFRICAN RAILWAYS.

A MELANCHOLY interest attaches to the model
railway illustrated in the accompanying' photo-
reproduction, owing to the fact that the builder
of it, Mr. H. Fehlmann, of Zurich, has died since
he submitted particulars of his unique model tor
publication in this magazine. When sending
photographs to us in November last, he gave
particulars of the construction of his railway as
A series of interesting experiments are being
conducted on the Cape Government Rys. with
three self-propelled rail motors. Two of these
vehicles are petrol driven, built by the Maudslay
Motor Co., of Coventry, and were illustrated and
described in our issue of April, 1905. It is said
these cars are capable of ascending gradients as
steep as in 40, with a good margin of power.
i

follows : —The whole is made of wood. The gauge The third car is steam-propelled, built by the
is 0.043 iTi. (i.6g-in.). The rails are of Q-section North British Locomotive Co., of Glasgow, and
and rest on square sleepers at distance of o.i m. provides accommodation for 20 first class and 16
(3.93-in.). Owing to the little
space I had at disposal, the
railway is a terminus with a
total length of only 5 m. (16.4-ft.)
and a greatest breadth of 2.5 m.
(8.2-ft.). At both ends are
traversers for communication be-
tween the different lines. The
locomotives are types derived
from the old Swiss Central Ry.,
the North Eastern Ry., and the
Communicated Swiss Rys. The
carriagesand wagons are of
different patterns, selected from
the German, French, Austrian,
Italian and Swiss railways. For
example, an express train con-
sists of a four-coupled bogie
locomotive of the N. E. R., a
luggage van and composite I.
and II. car of the Halle and
Erfurt division of the Prussian
State Rys., a dining car of the
International Co., and a I. and
II. composite of the St. Gothard
Ry. The average height of the
cars is 0.12 m. to 0.13 m. (4.72-in.
to 5.1 -in.) from rail level to the
1

roof top, with a breadth of 0.07 m.

(2.75-in.). Each car has two
buffers at each end and wire
couplings. Some railway men
who have seen the railway recog-
nised all the types at a glance.
Mr. Fehlmann was only 19 years of age, and
built this interesting model as a hobby. He
studied the " Locomotive Magazine," and in
addition derived much of his knowledge of rail-
ways and rolling stock from close observation of
examples at the different stations of Zurich.
We are informed that the North Eastern Ry. Co. have
placed an order for two 30-ton chain testing machines
with Messrs. W. & T. Avery, Ltd., of Birmingham.
This firm have also secured an order from the Mersey
Dock & Harbour Board for two of their 30-ton impro ved
railway weighbridges, made sufficiently strong to allow
of a 60-ton locomotive passing over.
MoDKi. Railway laid out on the Rooi- of a Hovse.
third class passengers. A
photo of this car was
reproduced in our issue for March of this year.
Mr. L. S. Smart, chief locomotive super-
intendent of the Central South African Rys., has
constructed a rail motor by utilising an old 1 9-ton
locomotive formerly in service on the Netherlands
Rys. of the South African Republic, and a side
door suburban coach. He has also adopted a
new style of coloring for the carriage stock of
these lines. Instead of lake and chocolate color
they are in future to be teak grained, which is
said to stand the sun's rays better, besides being
more economical.
 July 14th, igo6. The Locomotive Magazine. 121

FODH-CYLINDER GuLSDOEF COMPODND LOCOMOTIVE NO. 108'22, AUSTRIAN STATt RyS.

FOUR-CYLINDER COMPOUND engine empty, about 59I tons, and in working

ATLANTIC LOCOMOTIVE, AUSTRIAN order about 67 ]; tons, of which only about 28 tons
STATE RAILWAYS are on the coupled wheels. The tender is of the
new pattern recently introduced on the State
We are indebted to our friend Herr Golsdorf, Railways, with access to the water tank from the
of the above
railway administration, for the side.
accompanying illustrations of a locomotive
exhibited at the Milan Exposition, which THE CANTERBURY -WHITSTABLE
represents the latest type of express passenger RAILWAY.
engine on the State railways. Four similar
locomotives, Nos. io8-i8 —
108-21, were built last
The Last Trip of " The Invicta."
year, and the leading dimensions are shown in
metric measurements on the subjoined diagram. We stated in last month's issue that George
For the sake of readers not readily conversant Stephenson's interesting old locomotive " The
with the metric figures, we give the following Invicta," built in 1830 for the Canterbury and
details in English equivalents diameter of high : Whitstable Railway, and which has been pre-
pressure cylinders i3|-in., and of low pressure served at the Ashford Works, had been presented
cylinders 2 3f -in. ; stroke of all four cylinders to the city of Canterbury by Sir David Salomons.
26f-in. diameter of bogie wheels 3-ft. 3 J-in., of
; A site was selected by the Corporation just out-
coupled wheels 6-ft. lof-in., and of trailing side the old city walls, near the pleasant public
wheels 4-tt. i|-in. the boiler carries a working
; garden known as "The Dane John," and a
pressure of 200 lb. per sq. in. and contains 314 pedestal of Kentish rag was erected on a
tubes of 2 -in. diameter heating surface fire-
; : concrete foundation, the top face being paved
box 177.17 sq. ft., tubes 2,166.60 sq. ft., total with random setts, in which old stone sleepers
2>343J7 sq. ft.; grate area 38 sq. ft.: weight of were inserted, and on these were fixed cast iron

1-
1 1

Tsn:

DlAGRAM OK FOUR-CYMNDER COMPOVND LoCOMOTn-E.^AuSTRIAN StATE RyS.

 122 The Locomotive Magazine*
chairs with old fish-bellied rails, similar to those
in use on the old line in 1830.
On Wednesday evening, June 6th, the
" Invicta " arrived at Canterbury East goods
station, having been brought from Ashford via
Dover on a truck attached to a goods train. A were substituted for it on the level, the rest of
gang of workmen from the Ashford works, under
Mr. David Reid, locomotive foreman (who took
the " Invicta " to the Paris Exhibition in 1900),
followed, and early on the morning of June 7th
she was unloaded, and travelled on her own
wheels along the road to her last resting place,
two horses being used to haul her. The wheel-
base being rigid and the road curving, some
trouble was experienced in getting the engine
round the curves, but all went well, and on
reaching the site she was lifted up sideways on
to the pedestal, the work being watched through-
out the day by numbers of citizens, among them
being the mayor, Mr. F. Bennett-Goldney,
F.S.A. (to whose influence it is largely due that
this interesting and historic relic of early railway
practice has been secured for Canterbury) and
other members of the Corporation.
The Canterbury and Whitstable Railway,
which was opened on May 3rd, 1830, was not
only the earliest piece of railway in the wSouth of
England, but was one of the very first for
passengers in the kingdom. The Stockton and
Darlington line had been opened in 182.5, but
although the historic locomotive trials, in which
the " Rocket " proved so great a success, had
taken place on the Liverpool and Manchester
Railway in October, 1829, that line was not
actually opened for traffic until September, 1830.
George Stephenson was engaged as engineer
for the Canterbury and Whitstable line, but Mr.
Smiles in his biography says Stephenson was
too busy with the Liverpool and Manchester line
to give the Kentish Railway his personal atten-
tion, and that he sent his assistants, Mr. John
Dixon, to survey it, and Mr. Locke, to super-
intend its construction.
The " Invicta " was built by Stephenson, at
Newcastle, and was brought by sea to Whit-
stable, Mr. E. Fletcher, subsequently locomotive
superintendent of the N.E.R., coming with it
and driving it on the opening day. Its dimen-
sions were : coupled wheels 4-ft. diameter,
cylinders lo-in.by i8-in., boiler lo-ft. long, steam
pressure 40- lb. It was not intended to work
over the whole of the line, which is six miles
long, but only over the two miles nearest
Whitstable, the other portion of the line being
worked by fixed engines and ropes, on account
of the steep inclines. The gradients of the
Church Street Bank, near Whitstable, were,
however, found too heavy for the " Invicta," and
its work was confined to a level length of about
a mile, at the top of the bank, on which it ran for
July 14th, 190b.
some years, taking a gross load of 20 tons at a
speed of ten miles an hour. Subsequently
(about 1838) the boiler was altered, but with the
result that sufficient steam could not be produced,
and the engine had to be laid aside and horses
the line being worked by three fixed engines and
ropes. The " Invicta " was brought to Canter-
bury and stood in a shed near the terminus of
the line in North Lane, Canterbury, until the
S.E. line was made in 1845, the old line
connected with it. Since then the engine has
been preserved in the Ashford Works, but was
sent to the Darlington Exhibition in 1875, the
Stephenson Centenary at Newcastle in 1881, and
the Paris Exhibition in 1 900. It has now found
a very appropriate permanent resting place near
the scene of its early labours, where it will form
an addition to the many existing attractions of
the venerable Cathedral City, and it is somewhat
curious to notice that what will probably prove
to be the last trip of this old veteran should have
been on a common road and that the motive
power should be horses and not steam.
The Whitstable branch is still a single line,
and the low pitched tunnel near Canterbury is a
great source of annoyance. The old booking
office and the ticket box, and other relics of the
old line are still in existence.
Our friend, Mr. H. H. Battey, of Canterbury,
has kindly supplied the foregoing particulars, also
the photographs reproduced last month.
The Evolution of the Locomotive Engine. — We
have received from the publishers, Messrs. William
Dresser & Sons, Darlington, a neatly and tastefully
bound reprint in reduced fac-simile of the 14 large
charts of locomotive diagrams drawn by the late Mr.
Theodore West, formerly chief draughtsman of the
North Eastern Ry. locomotive works at Darlington.
Originally produced on the scale of ^-in. to the foot,
these diagrams are now reproduced at approximately
to the foot, a very considerable reduction, but
without rendering the detail and dimensions indistinct.
Though even the most modern of the original sheets
of drawings has now become almost obsolete, they are
still of value for the sake of recording phases of
development, while those dealing with ancient British
and American locomotives contain most interesting
particulars of forgotten types. As there are probably
but few complete sets of the original broadside sheets
in existence, and those have a value largely in excess
of their first cost, this excellent and handy reprint
should be eagerly sought for by the railway "collector."
A Royal Train. — Messrs. Robert Ingham Clark
& Co., Ltd., have forwarded a pamphlet, printed on
fine art paper, giving a number of excellent photo-
graphic views of the Royal coaches constructed by the
L. & N. W. Ry. for the journeys of T.M. the King and
Queen. The firm's specialities, " Britannia" varnishes,
have been used extensively in the decoration of these
palatial railway carriages.
 :

July J4th, 1906. The Locomotive Magazine, 123

NEW WAGON STOCK, BUENOS

AYRES GREAT SOUTH ERN RY.
The photo-reproductions on this and the
following page illustrate some new rolling
stock for the above railway, built by Messrs.
the Metropolitan Amalgamated Railway Carriage
and Wagon Co., Ltd. The covered cattle wagon
here shown has a total length over headstocks of
35-ft., and a width over the pillars of lo-ft. 2-in.,
the height inside being 8-ft. at the centre and
7-ft. 5-in. at the sides. The bogies have each a
wheelbase of 5-ft. 6-in., their centres being 24-ft.
6-in. apart. The tare of a wagon as shown is
15,300 kilos (15 tons i cwt.). It will be noticed
that the doors of this wagon are of the guillotine
pattern, placed at the ends, giving ready access
to the interior.
The covered goods wagon shown on the
following page has a total length over headstocks
of 32-ft., and a width over the body of lo-ft. i-in.,
the height inside being 8 -ft. 6 J-in. at the centre
and 7-ft. at the side the bogies have each a
;

wheelbase of 5-ft. 6. in., the centre being 22-ft.

Q-in. apart. The tare of this wagon is 15,600
kilos (15 tons 7 cwt.) and its capacity is 40,000
kilos. (39 tons cwt.). There are three filling
holes in the roof to facilitate loading grain in
bulk, whilst for unloading at the port of ship-
ment sliding doors are provided in the floor,
operated by a hand wheel. The underframe of
this wagon is of Messrs. Livesey & Gould's
patent cantilever type, giving a very light and
strong construction.
Trade Catalogue received — Mr. Wm.
Veithardt & Hall, Ltd., 41, Eastcheap, London, E.G.
—Electric train lighting.
Caitlf, Wagon, Uuenos
End View, Cattlk Wagon, Buknos Ayres Great South kun Ry.
EITHER-SIDE WAGON BRAKE,
GREAT WESTERN RAILWAY.
We illustrate herewith the standard G.W.R.
either-side wagon brake, invented by the late
Dean and Mr. G. J. Churchward. It
has been found in practice to meet all the require-
ments laid down by the Board of Trade, and a
series of severe tests were
also made by the represen-
tatives of the Amalgamated
Society of Railway Servants,
on the Dowlais branch of the
G.W.R. on Sunday, Novem-
ber 5th, 1905. Their report
spoke most highly of the
brake for reasons of safety to
shunters and brakesmen,
and strongly recommended
other railway companies to
adopt it, as men run con-
siderable risks in crossing
the metals when wagons are
in motion.
Referring to the drawings,
which show an elevation
and plan of part of a wagon
fitted with the brake, it will
be seen that on the outward
ends of the transverse shafts
Atri-s Great Southern Ry.
 J

124 The Locomotive Magazine, July 14th, 1906.

41-ToNs Covered Goods Waoon, Buenos Atrks Great Southern Ry. fParticulars on preceding pafle.

A, short hand-levers Bi and B2 are securely shatts,whichever is operated. One of the hand-
fixed at opposite diagonal corners of the vehicle, levers, Bi, has a "tripping" arm Ci, pro-
so that both levers act simultaneously on the jecting upwards, its end being extended

Diagram oi EiTHER-sruE Wacon Brake, Great "Webtern Rt.

The Locomotive Magazine, 125

rearwardly to engage with a projection on the pawl,

when the brake is "off"; it has also an arm C2
projecting forward, which engages with a lug D on
tfie segmental-shaped rack, which is placed loosely on
the same shaft, but is prevented from moving laterally.
This rack is provided with ratchet teeth, into which a
pivoted pawl E is arranged to engage. A
projection
F is formed on the segmental rack to which a rod
is connected by a pivot and led to a long lever on the
usual brake shaft and gear.
To put on the brake, from either side of the wagon,
the hand lever is pressed down by the shunter, when
the forward extension will bear on the segmental rack
and cause it to turn on its shaft, and its connected
rod to pull on the long lever which operates the
second or brake shaft; the pivoted pawl then engages
and prevents the return movement and thus holds the
brake on.
To take off the brake, either of the hand levers is
raised and this upward movement brings the
"tripping" arm Ci under the pivoted pawl E, lifting
it out of the serrated rack the brakes are then im-
;

mediately released by the gravitation of the

mechanism. The levers are retained in the "off"
or normal position by the pointed rearward extension
of the "tripping" arm of the hand lever taking its
bearing against the projection formed on the end of
the pawl, a spring retaining the pawl in the normal
position. With this combination it has been found
impossible for the brake to be jarred on when the
vehicle is violently shunted. Of course in applying
the brake the projecting arm is forced past the pro-
jecting lug, so allowing the pawl to engage with the
teeth of the rack.
The mechanism is simple and not likely to get out
of order, and it has the advantage of being light and
easily applied to wagons fitted with the ordinary lever
brake.

Mr. R. Weatherburn, M.I.M.E,, has been ap-

pointed sole British agent for A. Borsig, of Berlin,
whose works were established in 1837, and are now
among the largest on the Continent for the manu-
facture of locomotives and other steam engines and
boilers, " Mammoth " pumps, refrigerating, com-
pressing and such like plant. Mr. Weatherburn has
opened offices in London, and all future enquiries and
communications should be addressed to Finsbury
Pavement House, E.G.

The late Mr. T. Robertson, C.V.O. —

The death
is announced, at the age of Mr. T. Robertson,
70, of
who in 901, at the request of the Government, made
1

an investigation of the working of the railways in

India. Previous to visiting India, Mr. Robertson
made a tour of the United States and Canada, and in
connection with his mission travelled upwards of
76,000 miles. As a result, he recommended the transfer
of railway management from the hands of Government
officials to a properly qualified Railway Board.

126 The Locomotive Magazine,
CORRESPONDENCE.
The Locomotives of the Great Eastern
To the Editor 0/ " The Locomotive Magazine."
Sir, —I have read with much interest Mr. Rous-
Martin's recollections of Eastern Counties' engines in
your May number. I am glad to have the point cleared
up that, when built, the 250 class had not a safety valve
column on the barrel, as I was not sure of this. I
should, however, like to point out that these columns
were not in all cases added when domes were put on,
as I have before me a copy of an old photograph of
No. 253, plainly showing the usual Gooch valve casing
on the firebox and the column on the barrel, and this
was my authority for Fig. 88. The " Butterfly," No. 214,
had a like combination of mountings. I have heard
that the columns were put on during the latter part of
Mr. Gooch's superintendence, those on the firebox
—
being inadequate. Yours faithfullv,
June 6th. H. T. B.
'
L. & S. W. R. Locomotives.
To the Editor of The Locomotive Magazine."
Sir, — I notice an omission in your account of the
first passenger tank locomotives built by Mr. W. Adams
for the S. W. Ry. The reproduced photograph of No.
379 on p. 8g shows a plate fixed to the framing just
above the cylinders. This plate states that the engine
is fitted with Church's valves. As a matter of fact all
the engines bore a plate on each side. Beyer, Peacock
& Co. were agents for the supply of these patent valves.
I should think that the valves must have been circular
ones, which " stuck " when the engine had been running
without steam or had been standing a little time at a
station, and the valves were thus dry. The hideous
screeches they made when the engine again moved off
were most abominable, just as if hundreds of slate pencils
were being scraped on slates " the wrong way." There
was also a very considerable leakage of steam through
the use of Church's patent valves.
I fancy, also, that you will find, if you get hold of the
right authority, that the diameter of the cylinders of
these engines was originally ly^-in., and not i8-in. as
stated. —Yours, etc., -
J. K.
June 18th, 1906.
A diagrams published some years ago
series of
with the authority of Mr. W. Adams, showing a number
of L. & S. W. R. locomotives, gave the cylinder
dimensions of these engines as i8-in. by 24-in. Ed.
" Locomotive Magazine."
A- Broad Gauge Boiler Explosion.
To the Editor of"' The Locomotive Magazine."
Dear — As one of the readers of the "Loco-
Sir,
motive Magazine " for a number of years past, I wish to
express the interest aff"orded me by the letters in your
recent issues in connection with the boiler explosion of
the broad-gauge locomotive " Perseus," and also to
know there are some of your contributors who are so
well acquainted with the history of the broad gauge at
that period. I think a few such letters, at times, would
afford much gratification to your readers generally, and
would certainly do so to myself.
—— —
July 14th, 1906.
Living as did, as a youth, close to the Great Western
I
main line, Itook a very keen interest in those loco-
Ry. motives, and have since read with much interest your
articles on the B.G. locomotives of the Great Western
Ry. I was also in touch, as a passenger, with the
London & South Western, and often travelled from
Brentford to Isleworth to see relatives, and well remem-
ber the little engines "Locke," "Comet," "Briton"
and others referred to in your " History of the Loco-
motives of the London & South Western Railway."
With reference to the " Railway Reminiscences " in
your April issue, I have the Diaries of the late Sir Daniel
Gooch, and often refer to the book. From these diaries
I find it was exactly 62 years ago this ist of May since
the G. W. Ry. system was opened from Bristol to
Exeter, ist May, 1844, when the first train fiom
Paddington, a special with a large party, was driven to
Exeter and back in the day, by ifr. (after Sir Danie')
Gooch, leaving Exeter on the return journey at 5.20
p.m., and reaching Paddington at 10 p.m., when Sir
Thomas Acland went at once to the House of Commons
and by 10.30 got up and told the House he had been
in Exeter at 5.20, the distance being 195 miles. The
engine used was the " Actajon," and there were six
carriages in the train.
For fast running, however, this record was eclipsed
the previou.'^ year, 1843, at the launch of the "Great
Britain " steamship, when Mr. Gooch ran a special, with
Prince Albert, from Paddington to Bristol, to the launch.
" On the down journey," he says, " we had some long
stops for the Prince to receive addresses, but having no
delays on the return journey it was done in two hours
and four minutes. Few runs over so long a distance
have been made as quick as this, even since."
Both these records are on page 52 of the "Diaries."
One other note only, if you will kindly allow me. I
find the old "Lightning" referred to by one of your
interesting correspondents in your April issue had a
greater mileage between 1847 3^"*^ 1878=816,601, than
any other of the old B.G. 8-ft. wheel engines. I do not
see in your records that any other of these engines
came up to 800,000 miles, some did not do half. Yours —
faithfully,
Barry, May ist, 1906. An Interested Reader.
The locomotive MAGAZINE.
No. 167. — : - July 14th, 1906.
PUBLISHED BY THE
— LOCOMOTIVE PUBLISHING COMPANY,
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Limited,
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Particulars of Back Numbers sent on apnlication.
Complete lAsta of Sailway Books and Photograph' post free.
 TH6 irOgomoTioe
Yol. XII.
RAILWAY^OTES.
London & Nortji Western Ry. In the
below is shown one of the new 4-4-2
illustration
passenger tank locomotives recently built at
Crewe for working heavy branch line traffic.
These engines are of the following dimensions
cylinders 19-in. in diameter with a stroke of
26-in., diameter of radial truck and trailing
wheels 3-ft. 9-in., and of coupled wheels 6-ft.
3-in. wheelbase, radial truck 6-ft. 3-in., centre
;
of radial truck to driving wheels 12 -ft., coupled
Xew Tk<-whkki.i;1) Passkxger
wheels lo-ft., centres of trailing driving and
trailing radial wheels 7-ft. 6-in., total 32-ft.
7j-in.; boiler heating surface, firebox 161 "3 sq.ft.,
tubes 1848*4 sq.ft., total 20097 -^q-ft.; grate area
22-4 sq. ft.; working pressure 175 lb. per sq. in.;
total weight of engine in working order 74 tons
15 cwt.
Highland Ry. —The three locomotives
" Ben " by the North British Loco-
class built
motive Polmadie works, have been
Co., Ltd.,
delivered as follows Nos. 38 " Ben Udlaman,"
: Nos. 1 105-1 1 14. Messrs. Beyer, Peacock & Co.,
41 "Ben Bhach Ard," 47 "Ben A'Bhuird"
(makers' Nos. 17438-40, 1906). In appearance
they are identical with Nos. 1-17, except for
having the new number plate with raised ca^t
figures on a red ground.
(pflGflzine.
AUGUST 15th, 1906. No. 168.
London & South Western Ry. — The five
six-coupled bogie engines are now in regular
— work between Salisbury and Exeter. The new
mixed traffic bogie engines have been delivered
up to No. 411. The total engine stock of this rail-
way at June 30th was 916, of which 1 80 are on the
: duplicate list; of this total 532 are tender engines.
The railway owns 552 tenders and 17 rail motor
coaches (two of these being jointly-owned with
the L. B. & S. C. R.). During the half-year 12
new engines and 7 tenders were built at Nine
Elms, apart from several new rail motor engines,
..
. oitau. . i
Tank Lucomohvk Xk. 52n, London A: Xorth ^S'ESll^RN Ry.
and engines passed through the shops for
2 1 2
repairs. There are now in course of construction
ten passenger tank engines and ten steam rail
motor engines.
Great Ckntral Ry. The six-coupled bogie —
passenger engines have now been delivered up
to No. 1 104, making a series of ten built by
of the Messrs. Beyer, Peacock & Co., Ltd. The ten
six-coupled bogie goods engines with 5-ft. 3-in.
wheels on order from the same firm will bear
Ltd., are also about to build 12 ten-wheeled
passenger tank locomotives of No. 1055 class.
Messrs. Kitson & Co. have received an order for
1 3 eight-wheels coupled goods locomotives. Six
six-coupled shunting locomotives with outside
 I2S The Locomotive Magazine,
cylinders are in course of construction at the
Gorton works of the G. C. R.
—
Midland Ry. A number of Mr. Johnson's
coupled bogie passenger locomotives are being
rebuilt with larger boilers, new cabs and modified
splashers. The photo-reproduction below shows
No. 14 so converted, this being one of a series of
18-in. by 26-in., 6-ft. 6-in. engines built in 1891.
With slight differences in detail other bogie
—
engines have also been rebuilt Nos. 61-4, 19^ -in.
by 26-in., 7-ft., and Nos. 2187-go, and 2195,
i8j-in. by 26-in., 7-ft., being amongst the num-
ber; and other engines dealt with include
Nos. 197, 805, and 259.) and 2597.
Mr. J. W. Smith, chief draughtsman at Derby,
has been appointed works' manager of the G.C.R.
locomotive department at Gorton.
FouR-coupi,EO Bocii: Passenger Locomot vh Xo.
South Eastern & Chatham Ry. —The
express passenger engines mentioned in our last
issue should have read — Nos. 273, 275, 504, 506
and 511. No. 503 is a tank engine. Nos. 310
and 312 are the latest bogie tank engines, and
five new express locomotives of No. 726 class are
in course of construction.
—
North London Ry. Two locomotives of this
railway, Nos. 19 and 86, have been fitted with
reservoirs containing oak liquor (oak chips and
caustic soda) through which the boiler feed water
is passed for purifying and softening purposes.
These reservoirs are somewhat conspicuous, as
they are placed on the boiler barrel between the
steam dome and safety valve.
August 1 5lh, 1906.
Hammersmith & City Ry.— The first of the
new electric trains built by the Metropolitan
Amalgamated Carriage & Wagon Co., Ltd., for
the Great Western and Metropolitan joint ser-
vice has been deliverei at Neasden. Nine of the
trains running between Hammersmith and the
City are now worked by electric locomotives
between Bishop's Road and Aldgate. On Bank
Holiday some of these steam trains with electric
locomotives were running on the Uxbridge
branch of the Metropolitan.
Great Western Ry —
Nos. 37 19-3724 are the
engines of the four-coupled bogie type at
latest
work. No. 3079, bogie single, and 3276 and 3313
of the "Duke of Cornwall" class, have recently
been rebuilt with large domeless boilers and
Belpaire fireboxes.
14, Reuuii.t, JIidlani) Ry.
new London, Brighton & South Coast Ry, —
Though the naming of engines on this line appears
to be doomed, it has been decided that where
locomotives are named after living celebrities
the names shall be retained, even after re-painting
with the new standard colors.
Great Northern Ry. — Another series of
eight-coupled radial side tank locomotives of the
N class are in course of construction at Don-
caster. Nos. 137 to 141 of this class are at work
between Colwick Sidings and Pinxton.
Taff Vale Ry. —
Messrs. Manning, Wardle
& have recently secured a contract for
Co., Ltd.,
seven six-coupled tank locomotives designed for
mixed traffic.
August 15th, 1906. The Locomotive Magazine,

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 The Locomotive Magazine, August 1 5th, 1906.

Six-coupi.KD Goods Locomotivk No. 329, North British Ry.

NEW LOCOMOTIVES, NORTH boilers 5-ft. in diameter, with a total heating

BRITISH RAILWAY. surface of 1,605 sq. ft., of which the firebox con-
tributes 143 sq. ft. and the tubes 1,462 sq. ft. a ;

By the courtesy of Mr. W. P. Reid, locomo-
tive superintendent of the above railway, we are
able to illustrate herewith one of the 20 large
six-coupled goods locomotives, of which 10 have
been built at Cowlairs and 10 by the North
British Locomotive Co., Ltd., at their Atlas
Works, Glasgow. These engines have cylinders
i8|-in. in diameter with a stroke of 26-in.,
actuated by piston valves, and coupled wheels
5 -ft. in diameter, and have relatively large
grate area of 19-8 sq. ft., and a working pressure
of 180 lb. per sq. in. The total weight of the
engine in working order is 50 tons 7 cwt., and it
is provided with a standard tender with 4-ft.
wheels, carrying 3,500 gallons of water and
4^ tons of coal, and weighing 38 tons i cwt. full.
The total wheelbase of engine and tender is
39-ft. 2|-in., and the length over buffers 51-ft.
8 J-in. The ten engines built " outside " have
running Nos. 849-858, and are now all at work.

August 5 th, 1906. The Locomotive Magazine*
In addition to the diagram given on page 109
of our last issue, we are enabled to show here-
with a photo-reproduction of one of the new
Atlantic type locomotives now being built for
the East Coast service by the North British
Locomotive Co., Ltd., Hyde Park Works,
Glasgow. Some of the leading dimensions of
these noteworthy engines were detailed in our
last issue, to which may be added the following
height of boiler centre from rails 8-ft. 1 -in.
heating surface: firebox 184.8 sq.ft.,
2,071.4 sq. ft., total 2,256.2 sq. ft. grate area;
28.5 sq. ft. there are 257 tubes of 2-in. diameter
; ;
weight of engine, empty, 67 tons 2 cwt. total
pveight of engine in working order, 74 tons 8 cwt.,
Ten-whef.t, Tank Locomotive, Cork, Bandon & South Coast Ry. (Ireland).
distributed as follows: on bogie 15 tons 18 cwt.,
on the four-coupled wheels 40 tons, and on
the trailing wheels 18 tons 10 cwt. weight
of tender, with 4,240 gallons of water and
7 tons of coal, 45 tons 8 cwt. The boiler, which
has a Belpaire firebox, is constructed entirely of
steel, with steel tubes, and the internal firebox is
of copper. Among the fittings are combination
injectors, and
asbestos-packed water-gauge
cocks provided with protectors to prevent injury
from a broken glass. Piston valves of the Smith
pattern, with collapsible segmental rings, are
employed, and are placed inside the frames
asbestos packing is fitted to the cylinder relief
cocks, and automatic air and vacuum-destroying
valves are provided, with a lubricator, whereby
steam and oil are admitted to the cylinders when
the engine is running down hill with the regulator
shut. The engine is fitted with the Westing-
house brake, and vacuum ejectors coupled to this
:;
; ;
131
apparatus, so that provided with the
trains
vacuum brake may be worked. .Steam reversing
gear is provided, an auxiliary reversing handle
being easily placed in position should nece.ssity
arise. Air sanding apparatus is fitted to both
pairs ot coupled wheels. A
steam cock and
reducing valve are provided for steam-heating
the train. The tender is of standard N.B. type,
supplied with a special water-gauge for indicating
1 the height of water in the tank.
tubes Several of these engines are expected to be at
work shortly, when they will be placed upon the
East Coast and Waverley route and the Aberdeen
; main line, with the new trains which were des-
cribed in our July issue.
TEM WHEEL TANK LOCOMOTIVE,
;
CORK,BANDON & SOUTH COAST RY.
W:^ are indebted to Mr. J. W. Johnstone,
locomotive engineer of the above railway, and to
the builders, Messrs. Beyer, Peacock & Co., Ltd.,
for the particulars and above illustration
of a new tank locomotive recently constructed.
The engine is of a powerful type, as the subjoined
dimensions will show: cylinders i8-in. in
diameter by 24-in. stroke, diameter of bogie and
coupled wheels 3-ft. and 5-ft. 2^-in. respectively,
fixed wheelbase 12-ft. 6-in., total 25-ft. 3-in.
diameter of boiler barrel 4-ft. 4-in., height of
centre above rails 8-ft.; 214 tubes lo-ft. iif-in.
long and i J-in. in diameter heating surface
; :
firebox 107.5 sq. ft., tubes 1,075 sq. ft., total
1,182.5 sq. ft. grate area 24 sq. ft. capacity of
; ;
tanks 1,000 gallons, and of bunker 2 J tons of coal.
 132 The Locomotive Magazine, August 15th, 1906.

i,,iiiiupw'i'wi!iimm"ii

Eenaed Petuoi. Motor Road Papskngkh Train for Sekvick in IIungabv.

THE RENARD ROAD TRAIN.
The ingenious motor trains for service on
ordinary roads, illustrated in the accompanying
photo-reproductions, have recently attracted
great attention in connection with the races
conducted over the Sarthe Circuit, as constituting
a new and practical system of conveying
passengers and goods over routes not served by
railways. The disadvantages attending the use
of tractors of great weight, and trailers which do
not track with the motor vehicle, have been
successfully avoided. The motor vehicle, despite
its capacity for haulage — in the case shown
75 h.p. —is of no great weight, no heavier in fact
than is necessary to carry a powerful petrol
engine, as there is no need to provide great
adhesion weight, each vehicle being propelled by
the engine of the motor through the medium ot a
differential gear and flexible shafting which
operates the middle axle of each vehicle. Thus,
the aggregate number of vehicles is limited
solely by the power of the motor engine, and not
by the weight of the tractor, as each vehicle is
propelled by its own middle pair of wheels.
Another feature of considerable importance
consists in the draught mechanism. The two
end axles of each vehicle have a radial movement
controlled by a series of tillers connecting each
car, the result being that each trailer car follows
exactly in the track of the motor in front,
enabling corners to be turned with a minimum
clearance. It is possible, indeed, for a train of
these vehicles to turn round completely in a
space limited by the amount of " lock " allowed
to each, and to track exactly during the whole

Renaed Motor Goods Train for use on Oedinarv Roads.


August 15th, 1906. The Locomotive Magazine,
movement as though running upon a railway.
This accuracy of tracking also permits a train of
such construction to be backed with certainty
and safety for considerable distances. Another
feature consists in the engineer's control of all
the vehicles by means of a continuous brake
applied simultaneously to all the train. The six
wheels of each vehicle have great vertical as well
as horizontal flexibility, to allow for traversing
uneven ground.
The passenger train shown in the illustration
has been for service in Hungary.
built It
consists of a 75 h.p. petrol motor vehicle and
four trailer cars, accommodating respectively
twenty-two first class, twenty-two second
•and thirty-two third class passengers ; the two
third class coaches are open at the sides. The
speed contemplated is upwards of 1 2 miles per
hour. The wagons shown in the goods train
have the same construction of chassis and
mechanism as the passenger coaches, and are
intended to carry loads of about 3I tons each.
THE HISTORY OF THE LONDON &
SOUTH WESTERN LOCOMOTIVES.
( Continued from page qo.J
Following this group of locomotives came 1
mixed traffic engines built and delivered in the
same year by Messrs. Beyer, Peacock & Co., and
except for the fact that these were of course
tender engines, they were of practically the same
dimensions as the tanks just described.
had leading bogies with the disc wheels 2 -ft.
6-in. diameter, and driving and trailing wheels
2
133
coupled 5-ft. 7-in. diameter ; outside cylinders
i8-in. diameter with a 24-in. stroke, and were
numbered in the Company's books 380 to 391
inclusive (makers' Nos. 1854 to 1865 inclusive).
The height from rail level to centre of boiler was
7-ft., the boiler itself being a counterpart of those
supplied with the tank engines, but with a
diameter of 4-ft. 6-in. instead of 4-ft. 2-in., and a
working pressure of 140 lbs. per sq. in. The
heating surface and grate area were slightly
more than in the tank engines: tubes 1,035 sq. ft.,
firebox loi sq. ft., total 1,136 sq. ft. The grate
area was i6'96 sq. ft.; length of firebox 6-ft., by
4-ft. 8^-in. high. The weight in working order was
class, as follows on bogie wheels 16 tons 6 cwt. 2 qrs.,
:
on driving wheels 15 tons 8 cwt., on trailing
wheels 14 tons 7 cwt., total 46 tons i cwt. 2 qrs.
The tenders ran on six wheels, and had a
carrying capacity of 2,500 gallons of water. The
centres of the tender wheels were placed 5-ft.
i^-in. apart, and the total wheelbase of the
engine and tender coupled was 40-ft. i-in. The
length over buffers was 47-ft. gj-in. The weight
of tender in working order was 26 tons 12 cwt.
The tender wheels are 3-ft. gf-in. in diameter.
During recent years some of these engines
have been rebuilt with new boilers. No. 386 was
in the collision at Tresmeer Station on the North
Cornwall Ry. in November, 1898.
When these engines first arrived they were
engaged on excursion and other heavy traffic,
and later were employed in working the transfer
They goods and coal trains between Brent and Batter-
sea Yard, but they are now all running in the
West of England working goods and passenger

134 The Locomotive Magazine,
trainson the Devon and Cornwall lines of the
South Western Ry.
In the following year Messrs. Beyer, Peacock
& Co. delivered two more ot the light " Ilfracombe"
class of goods engine and tenders, similar in all
respects to the 282 already described.
class
These engines were numbered 393 and 394 in
the Company's books (makers' numbers 2041 and
2042). They had six wheels coupled 4-ft. 7^-in.
in diameter, and inside cylinders i6-in. diameter
with a stroke of 20-in. The details already given
of the other engines of this class will be sufficient
without further reference to them in this part of
our history, except that these two were supplied
with light wrought iron buffers and much larger
sandboxes. Both of these engines are still at work,
and they are the only two of the type that have
not been rebuilt, except that they have been pro-
vided with larger tenders running on six wheels,
-Four Wheels Codpled Bogie Espeebs Passengik
in place of the small four wheeled tenders with
which they were originally fitted, and containing
1,850 gallons of water. They are now engaged
principally upon ballast train and shunting
duties, or upon the " light " lines connected with
the South Western system.
Mr. Adams' first express engines for the
London & South Western Ry. were introduced
during the year 1880, twelve being constructed
and delivered by Messrs. Beyer, Peacock & Co.,
who seem at this period to have obtained nearly
all the orders for locomotives for that Company.
These engines were numbered from 135 to 146
in the books of the railway (the makers' numbers
being 1948 to 1959 inclusive). They had leading
bogies with wheels 3-ft. 4 -in. in diameter, and
driving and trailing wheels coupled 6-ft. 7 in. in
diameter. The cylinders were placed outside
the frames with centres 6-ft. i|-in. apart, and
had a diameter of i8-in. with a stroke of 24-in.
J
August 15th, 1906.
The boilers were lo-ft. of -in. long with a diameter
of 4-ft. 6-in., and contained 234 tubes of ij-in.
outside diameter. The firebox was 6-ft. from
back to front, and 5-ft. oj-in. in height. The
heating surface was as follows tubes 1,1 12 sq. ft.,
:
firebox 11 1 sq. ft., total 1,223 sq. ft. grate area ;
17.77 sq. ft., and working pressure 140 lbs. per
sq. in. The centres of bogie wheels were 7 -ft.
apart from centre of bogie to centre of driving
;
wheel was 9-ft. 11 -in., the coupled centres being
8-ft. 6-in. apart. The tenders ran on six wheels
3-ft. 9x in. diameter, placed 5-ft. i^-in. apart, and
contained 2,500 gallons of water. The height
from rail level to top of chimney was 13-ft. sf-in.,
the boiler centre being 7 -ft. 4-in. from level of rails.
The total wheelbase of engine and tender was
40-ft. 4-in., and the length over buffers 48-ft.
loj-in. The weight of these engines and tenders
in working order was as follows engine : on —
l.i. liii, London & South 'Westebn Ry.
bogie wheels 17 tons 13 cwt., on driving wheels
14 tons 9 cwt., on trailing wheels 14 tons 6 cwt.,
total 46 tons 8 cwt. ; —
tender on leading wheels
8 tons 14 cwt., on middle wheels 8 tons 11 cwt.,
on trailing wheels 9 tons 7 cwt., total 26 tons
1 2 cwt. Total weight of engine and tender 73 tons.
These engines for many years worked the fast
express services on the main lines, and gave
every satisfaction, but the ever increasing weight
of modern trains has necessitated their being
relegated to less important and lighter duties,
and they are now generally employed upon short
passenger train work in the central district, but
still frequently run the fast special boat trains
from Southampton Docks to London, and daily
run certain trains on the Portsmouth direct line
services. No. 136 engine was in 1896 fitted with
a conical shaped smokebox front, and was also
rebuilt with a new boiler.
f To be continued.

August 15th, 1906.
HEATING OF " BIG ENDS."
The connecting rod " big ends
are important
details of a locomotive, and require careful
attention from the driver during the time an
engine is under his charge if he does not wish
for the exasperating experience of having to
give up a train through a heated " big end."
Passing aside the vagaries of bad fitting, which
it is needless to say will result in trouble, some
of the causes that lead to overheating are briefly-
enumerated below.
All bearings must " heat " to some extent
through friction, and in this direction much
depends upon the lubrication. The oil should
be of such a quality and consistency that it will
remain as a film between the surfaces of the
metals and prevent actual contact. If it can be
" squeezed out " of the bearing the resulting
A irregular shaped oval, which unless modified will
T usually runs in "forward" gear, and the areas
IP
Diagram to Show Cross-"Wind in Big
friction of the metallic surfaces will not only
cause them to "heat" and expand so as to
" bind " or " seize," but in the case of " big ends"
and similar bearings will melt out the white
metal linings.
An important consideration is the size and
kind of trimming used in the lubricators. This
must consist of the correct number of strands to
easily fill the oil pipe and adjust the oil supply
consistent with the length of journey the engine
is called upon to perform. If this detail is not
attended to, the oil will be " syphoned " out too
rapidly and the supply exhausted before the end
of the trip is reached. Apart from this there is
the question of waste.
Periodical examinations of the oil cups and
pipes are advisable neglect of this and a cracked
; which will prevent it taking its proper proportion
or loose pipe have often caused a hot " big end."
The cup should at such times be thoroughly
cleaned out, all dirt and deposits removed so
—
The Locomotive Magazine. 135
that all the capacity of the lubricator is available
for oil. When cane or cork is employed to close
the oil hole of the cup, care should be exercised
in the selection of a suitable piece to see that it
is sufficiently but not too porous, and that it is
not too tightly screwed into the hole, otherwise
there will be no admission of air into the lubri-
cator to replace the oil used.
A frequent cause of heated " big ends " may
be found in the want of " truth " in the fitting of
the " small end " brasses or the slide bars such
;
may produce a " cross wind " when the big end
is coupled up to the crank web journal, and
produce a state of affairs such as is shown in the
illustration.
Insufficient side play will sometimes cause
" big end " brasses to bind hard on the radii of
the journal, and hot running results.
If the crank pins of an engine which has been
in service some time are carefully callipered, it
will be found that the journals are worn to an
produce constant trouble. This unequal wear is
due to the fact that these particular bearings
undergo the influence of varying pressures during
their rotation. For example, a main line engine
<
of the crank web journal that wear most rapidly
are those whereon the maximum " pull " and
" thrust " of the connecting rod take effect
i.e., whilst passing the top and bottom centres
respectively. This uneven wear cannot be taken
up by the cotters, and the only remedy short of
re-turning the journal is to file it up to approxi-
mately a true circle, a difficult operation for the
best mechanic.
An important detail towards securing cool
running is the quality of the white metal used in
the brasses, its purity and freedom from dirt and
End.
grit when put into the recesses by the tinsmith.
It is good practice to fit the " big end " brasses
up "metal to metal" at the faces without
allowance of "draw" between; this tends to
economy in oil and also prevents the cotter being
tightened up injudiciously. In fitting it is
advisable that the surface of this brass should be
finished with a smooth file rather than a scraper,
as the minute grooves left by the former tool hold
the oil, thus giving the brass a good start when
newly fitted, and by the time these are worn out
the brass will have got into good working
trim.
There is another cause of trouble, that is if the
" glut " plate and cotter pin are not exactly to
the same taper, as tightening up these, badly
fitted, will produce a twist on the front brass,
of pressure on its working surface.
As stated at the commencement of this article,
careful attention to these small details, and many
 : ;

August isth, 1906. The Locomotive Magazine, 137

•others daily before a driver takes his engine out in 1885, by Messrs. Beyer, Peacock & Co., Ltd.,
of the shed, will often prevent trouble on the road bearing Nos. 13-32 (builders' Nos. 2489-2508).
and ensure the clean record every engineman As originally built, these had steam domes and
proud of his profession is anxious to maintain. the Kirtley chimney, the boilers being in fact
very similar to those of the passenger engines
already referred to. Their leading dimensions
REBUILT LOCOMOTIVES, HULL & were cylinders 17-in. diameter by 24-in. stroke,
:

BARNSLEY RAILWAY. diameter of wheels 5-ft. wheelba.se: leading to

;

driving 7-ft. 6-in., driving to trailing 8-ft., total

The illustrations on the opposite page show 15-ft. 6-in. ; boiler: length of barrel lo-ft.,
two stages of development of passenger and diameter 4-ft. 2g-in., height of centre above rails
goods locomotives on the above railway, bringing 6-ft. 1 1 -in.
; heating surface firebox 93.6 sq. ft.,
:

them successively into line with traffic require- tubes 943.85 sq. ft., total 1037.45 sq.ft.; grate
ments. area 16.31 sq.ft.; working pressure 1401b. per
The four- wheels coupled passenger locomotive sq. in. weight in working order
;
leading wheels
:

is one ot ten built by Messrs. Beyer, Peacock & 12 tons 5 cwt., driving wheels 13 tons, trailing
Co., Ltd., in 1885, bearing Nos. 33-42 (builders' wheels 10 tons 14 cwt., total weight 35 tons
Nos. 2479-2488) to the designs of Mr. Wm. 19 cwt. The tender was the same as in the
Xirtley, consulting locomotive superintendent. passenger engines.
As originally built, they had steam domes and Mr. Matthew Stirling rebuilt these engines as
the Kirtley pattern of chimney, and were of the shown in our third illustration, boring out the
following dimensions cylinders 17 -in. diameter
: cylinders to ij^-in. diameter, and supplying a
by 24-in. stroke diameter of leading and
; boiler similar to that furnished to the rebuilt
coupled wheels 3-ft. 9-in. and 6-ft. respectively; passenger engines, except that the shorter length
wheelbase leading to driving 7-ft. 9-in., driving
: of the tubes gave them a heating surface of only
to trailing 8-ft. 3-in., total i6-ft. boiler length
; :
927 sq. ft., the total thus being 1,027 sq. ft.
of barrel lo-ft. 5-in., diameter 4-ft. 2^-in., height Since 1902 ten of these engines have been
of centre from rails 7-ft heating surface firebox
;
: supplied with new boilers of 5-ft. diameter;
93.6 sq. ft., tubes 981.85 sq. ft., total 1075.45 heating surface: firebox 100 sq. ft., tubes 980
sq. ft.; grate area 10.31 sq. ft. boiler pressure
: sq. ft., total 1,080 sq. ft.;
grate area 16.25 sq. ft.
1401b. per sq. in.; weight in working order working pressure 1 70 lb. per sq. in. and in this
;

leading wheels 10 tons 15 cwt. 3 qrs., driving
wheels 13 tons 14 cwt. 2 qrs., trailing wheels
12 tons 3 cwt., total 36 tons 13 cwt. i qr. The
tender carried 2,000 gallons of water and 3 tons
of coal.
Mr. Matthew Stirling, the present locomotive
superintendent, subsequently rebuilt all the class
with domeless boilers, and in this condition they
are shown in our first illustration. The cylinders
were enlarged to 17^-in. diameter and the new
boilers had the following dimensions diameter :
MOTIVES,
of barrel 4-ft. 3-in. heating surface
;
firebox :
condition No. 13 is shown in our fourth repro-
duction.
Our best thanks are due to Mr. Matthew
Stirling for permission to photograph these
locomotives, and for the particulars of the new
large boilers, which bring these two types of
engine into accordance with modern needs.
NEW NARROW GAUGE LOCO-
ANTOFAGASTA
RY.

100 sq. ft., tubes 964 sq.ft., total 1064 sq.ft.; The accompanying illustrations, kindly sup-
g'rate area 16.25 sq. ft., working pressure 150 lb. plied by the Railway Co., show two new types of
per sq. in. locomotives built by the Hunslet Engine Com-
Quite recently the majority of these engines, pany, Ltd., to the order of the Antofagasta
which are the only passenger locomotives on the (Chili) and Bolivia Railway, a railway of 2 -ft.
H. & B. Ry., have been again rebuilt with much 6-in. gauge running from Antofagasta, a port in
larger boilers of Mr. Stirling's design, having the north of Chili, to Oruro in Bolivia, a distance
the following dimensions diameter of barrel of 574 miles, a considerable portion of the line
:

5-ft. ;heating surface: firebox 100 sq. ft. tubes being laid at an altitude of 12,000-ft. above sea
I, 018 sq. ft., total 1,118 sq.ft.; grate area 16.25 level. The traffic is fortunately of a favourable
sq. ft., working pressure 170 lb. per sq. in. The character, the products of the country, nitrate of
weight of these engines is increased to 39 tons soda and minerals of various descriptions, being
17 cwt. Our second illustration shows No. 38 brought down to the coast for shipment, and
thus rebuilt, and provided with a standard provisions and stores going in the opposite
H. & B. cab. direction, the chief weight of traffic therefore
The six-coupled goods engine illustrated in the being in the direction of falling gradients. At
other photo-reproductions is one of 20, also built the same time the nature of the road, with banks
 138 The Locomotive Magazine, August 15th, 1906.

EioHT Wheki.s Covi'i.ku Locomotive No. 78 "XJyuni," Antofagasta (Chili) & Bolivia By.

as steep asi in 33 and curves of 200-ft. radius, 1,078 sq. ft., total 1,160 sq. ft. the grate area is ;

calls forrelatively powerful locomotive stock, 14 sq. ft. the engine weighs a total, in working
;

and the engines here illustrated represent
unusual haulage capacity for a railway of such
narrow gauge.
There are at present four locomotives of the
tender type in course of delivery by the
above-mentioned builders, Nos. 75-78, of which
the last-named is illustrated here. They have
the following leading dimensions cylinders
15-in. diameter by 20-in stroke; diameter of
pony truck and coupled driving wheels 2-ft. 2|— in.
and 3-ft. i^-in. respectively; coupled wheelbase
lo-ft. 7-in., total wheelbase of engine i8-ft., and
of engine and tender together 42-ft. i-in. the
order, of 40 tons, of which 35 tons rest on the
eight-coupled wheels, and the tender, which has
a capacity for 2,000 gallons of water and 7 tons
of fuel, weighs 24 tons. The ingenious outside
balanced driving crank calls for attention, also
the fact that the two central pairs of driving
wheels have " blind " tyres.
: There are three tank engines for shunting
purposes, Nos. 1-3, of which No. 3 is illustrated,
and others of a similar type are in contem-
plation. These have the following dimensions:
cylinders 15-in. diameter by 18-in. stroke:
; diameter of coupled wheels 3-ft. i -in. rigid ;

boiler, which carries a working pressure of 1701b. wheelbase 9-ft. 3-in., total 17-ft. 3-in. capacity ;

per sq. in., is of large dimensions, having a of tanks 840 gallons bunker capacity, 50 cwt.
;

heating surface of: iirebox 82 sq.ft., tubes of coal.

>i.\ 'iVjijiis ( 111 pLKii IkailiN'. Jiiion: Tank Loiiimiuivk Xo, :i

" Mi.iiLLD.NKh," Antoi aoasta ^Ciiilii iV: Bolivia Kv.
 August /5th, 1906. The Locomotive Magazine,
Portable 9-to.ss
WEIGHING LOCOMOTIVES AND
STOCK.
{Concluded from page 112.)
FOR weighing and testing locomotives out on
the road, as sometimes necessary, or at stations
is
unprovided with proper weighing tables, Messrs.
W. & T. Avery, Ltd, have introduced a strong
yet portable weighing machine capable of dealing
with one wheel at a time and having a range of
registration varying from 2 up to a maximum of
9 tons. It will, therefore, despite its convenient
size and portability, be of service even in the case
of a large modern engine carrying from 17 to 18
tons on the driving wheels. As shown in the
accompanying illustration, the appliance consists
primarily of a wrought iron frame, with a heel
extension at one end which rests upon the bottom
flange of the rail whilst in position for weighing,
and a flat round foot at the other end below the
vertical arm of the frame, the foot being at the
end of a perpendicular screwed rod which gives
adjustment to the whole appliance and allows it
to be placed in a vertical position. Above the
heel are hardened steel bearings for the main
lever, which can be raised or lowered to suit
various neights of rail, etc., by means of a sliding
wedge controlled by a screw. The main lever,
which i.s ot curved design, and has hardened steel
knife edges, terminates at the other end in a
forked bearing for a rod connecting it with the
steel yard above, which is graduated in 28-lb.
divisions from 2 to 9 tons. A sliding poise on
the steelyard, carrying a suitable poise weight,
completes the apparatus. All bearings and knife
edges are of hardened steel, and each machine is
carefully tested and viewed so as to ensure
correct registration.
Whilst weighbridges form a valuable and
necessary adjunct to all locomotive depots,
similar appliances are also required at all goods
depots for ascertaining the weights of wagons.
J
39
AYeighing Machixe for tse on the Tkack.
merchandise, etc. For these purposes, however,
they need not be so elaborate as those provided
for locomotives, as it is only necessary to record
the total weight of the vehicle or load. The
distribution of the weight in the vehicle can be
easily judged by seeing if the whole is loaded
evenly.
In this class of machine usually the whole
table with its rails, etc., move as one piece, and
only one steelyard and pillar are necessary.
The table and gear are locked, as in the case of
the first mentioned machines, while the trucks
are being moved on or off or over the machine.
In the case of the newer style of wagons on two
bogies and of higher capacity, the makers already
mentioned provide a double weighbridge, having
two tables pitched such a distance apart as to
accommodate the bogie vehicles. The two tables
work together and register on one steelyard,
when a bogie wagon is being weighed, and are
arranged so that one of the tables can be
instantly put out of action when but one is
required, as when the ordinary type of four-
wheeled wagon is weighed. By this means
trains of mixed vehicles can be expeditiously
dealt with as they chance to arrive at the table.
In such a machine each table is made to take
say 30 tons weight, and the two together will
take a 60 ton bogie wagon. They can thus deal
with practically any contingency in ordinary-
work and traffic.
At district locomotive depots, whilst a weigh-
bridge would be but seldom in demand, and its
provision therefore doubtful of justification, a
portable arrangement, whereby the distribution
of weight on a locomotive can be readily obtained,
is of considerable value, and an apparatus has
been introduced by Messrs. Carl Schenck & Co.
specially adapted to running shed requirements
and also very suitable for use in shops where
locomotives of different gauges are turned out.
In this system a pit is constructed to take twa
lines of shafting, connecting as many small
 ;

140 2 he Locomotive Magazine, August 15th, 1906.

weighing machines as there are wheels to be lubricator. The gear of both pairs of cylinders
weighed. These machines run upon and are isworked simultaneously by a reversing screw
supported by independent rails in the pit. To on the right hand side of the cab. The boiler is
weigh a locomotive or other vehicle it is run of the ordinary loco, type with a copper firebox,
upon the pit on rails of its own gauge, and one and has a steam dome provided with a water
of these machines is moved along the shafting separator, and a smokebox fitted with a spark
and placed below the flange oi each wheel and arrester two "pop" safety valves
; are provided,
adjusted closely to it. When the whole of the in addition to which there is a special safety
wheels are so provided they are simultaneously valve on the steam starting valve. Among other
lifted by suitable gearing, each lifting equally features are the Hardy vacuum brake and a
until all the wheels are raised about one eighth spindle hand brake, and Holt-Gresham sanding
of an inch from the rails a man in the pit can
; apparatus.
then go along and adjust the weights upon each The following are the leading dimensions of
steelyard, and the distributed and total weights these locomotives, which are Nos. 7019-7022 in
are recorded. the books of the makers diameter of cylinders: :

This apparatus has the incidental advantage of high pressure i2 |i-in., low pressure i8|-in.
not requiring the rails to be cut away at all, stroke 2i |-in. diameter of driving wheels 3-ft.
;

the weighing gear being entirely independent of 7 J-in.wheelbase of each group 4-ft. 7^-in., total
;

the ordinary road. wheelbase 17-ft. o|-in. working boiler pressure

;

Meyer Four-cylinder Compound Loco^ lOTivE No. 403, Portuguese State Rys.

176 lbs. per sq. in. total heating surface 839*6

MEYER COMPOUN D LOCOMOTIVES, sq.ft., grate area
;

14J sq. ft., capacity of water

PORTUGUESE STATE RYS. tanks 770 galls., and of bunker i ton.
The railway has curves with a minimum radius
The accompanying illustration, for which and
of 196 ft. and the highest speed permitted on any
the subjoined particulars we are obliged to our
portion is 25 miles per hour.
friend Mr. Hugh Vivian, of Oporto, relates to a
series of four locomotives of the Meyer- Rimrott
type, recently constructed by Messrs. Henschel BOGIE TANK LOCOMOTIVE, GREAT
and Sohn, of Cassel, for a metre gauge section SOUTHERN & WESTERN RY
of the Portuguese State Rys. These engines are
four-cylinder compound, the high pressure cylin- In the page 141 is
photo-reproduction on
ders driving the four wheels at the trailing end, shown one of a relatively numerous class of tank
while the low pressure cylinders drive the leading locomotives built for branch line traffic on the
group of wheels, which are provided with swivel- G.S. &
W. Ry., of which twenty are still at work,
ling and lateral adjustment tor taking curves. Nos. 47-51 and 70-84, whilst several have been
The cylinders are fitted with piston valves removed from service after careers extending
operated by Walschaerts gear, and are lubricated over periods up to 23 years, the first engine of
by means of a Friedmann oil pump and Kessler this class having been completed in 1883.
 :

August i5Ch, 1906. The Locomotive Magazine, 141

lul l; "VTiiKi i.s Coupled Tkailing Bogie Taxk Locomotive No. 83, Giieat Southehn & Wkstern Ry.

Of those still pertorming a very efficient REBUILT MINERAL LOCOMOTIVE

service, a number are stationed on the Cork-
^ueenstown-Youghal line, and nearly all the
local traffic on that section is worked by this
class of engine. The day-mail from Queenstown
to Cork, a heavy dining car train timed to cover
the 12 miles in 22 minutes, is regularly hauled
by one of the type illustrated.
The leading dimensions are as follows
cylinders i6-in. in diameter by 20-in. stroke,
diameter of coupled and of bogie wheels 5 -ft.
8^in. and 3-ft. 9-in. respectively, heating surface
755 sq. ft., grate area 15 J sq. ft., capacity of
tanks 1,044 gallons, weight in working order
41 tons 16 cwt.
L. & N.W.R
In our issue for March 15th last year, p. 39,
we illustrated one of the late Mr. F. W. Webb's
four-cylinder compound eight-coupled mineral
engines as rebuilt by Mr. Geo. Whale, the
present locomotive superintendent, with a pair of
radial truck wheels in front, thus converting the
engine into a " Consolidation." The engine then
referred to retained the original boiler, but later
rebuilds, of which No. 1273, here illustrated, is
an example, have been supplied with a new type
of boiler similar to that furnished to recently
rebuilt three-cylinder compounds, as for instance

FouR-CYi.iNDEii Compound Mineral Locomoiive No. 1273, Rebuilt, London .Si Norih Western liy.
 1^2 The Locomotive Magazine,
No. 1866 illustrated in our May issue, and having
the following dimen'^ions length of barrel 14-ft.
:
6-in., mean diameter 5-ft. o:|-in., working pressure
1751b. per sq. in. heating surface: firebox
;
146.6 sq. ft., tubes 2,034 sq. ft., total 2, 80.6 sq. ft.
1 ;
grate area 23.6 sq. ft. The original valve gear
— two sets of Joy's gear actuating the four valves
— is retained, but amongst other alterations are
the provision of sand boxes fitted to the driving
wheel splashers, and the extension of the cab
roof to cover the footplate.
REVIEWS.
"A History of the Whitby & Pickering Ry. By
G. W. J. Potter. London : The Locomotive Pub-
lishing Co., Ltd.
There is a much larger amount of interesting inform-
ation contained in this little volume than the mere
enumeration of chronological facts that might be sug-
gested by its title, it being in fact a descriptive pictorial
account of the railway, and containing, in addition to
notes on all the more important events bearing on the
inception, construction and development of the line, full
details of the gradients, stations, locomotives, train
services, etc., together with many interesting particulars
of men and matters connected with it. The illustrations
are excellent, and the blocks of the old four-wheeled
locomotive N.E.R. N0.272 and those showing Fletcher's
"Whitby bogies" in various stages, are especially
interesting, whilst many more of the various engines
which at one time or another have done duty on this
section of the N.E.R. are faithfully reproduced.
" Dictionary of Engineering Terms in English
AND Spanish." By A. J. R. V. Garcia. London
Hirschfeld Bros., Ltd. 3s. 6d. net.
The ever-increasing development of commerce
between this country and Spain and the South American
Republics, all of which are Spanish excepting Brazil,
with the enormous strides in railway extensions, dock
works, bridge-building, etc., have no doubt created a
demand for an up-to-date technical dictionary of terms
used by engineers, and in his effort to supply this the
author has been successful. The dictionary contains
Xew Sis-wheel Bogie Ti{Ain used ox Edinburgh-Glasgow Si:iivke, Caledoniax Kv.
August 15th, I gob.
indices in both the English and Spanish languages,
arranged so that the finding of any particular term or
word is quite easy, and as no less than 3,000 technical
terms in general use by engineers are included, it will
be a most useful help to firms preparing catalogues, etc.,
of their specialities.
" HisioRY OF the East Indian Railway." By Geo.
Huddleston, C.I.E., chief superintendent E. I. Ry.
London : W. Thacker & Co., 2, Creed Lane Calcuita
;
Thacker, Spink & Co. 7/6 nett.
Mr. Huddleston's book is a careful record of the
annals of the East Indian Ry. from its inception in
1845 to the present time. It is not merely an account
of the construction of the line, but goes into other
matters which have affected the development of the
railway and its affairs, and should therefore be of
interest to the general reader as well as those more
intimately connected with the line.
In 1850 the construction of the first section of the
line from Calcutta (Howrah) to Pundooah (about 130
miles) was sanctioned, and shortly afterwards undertaken
as a single track. This was completed and opened for
traffic early in 1854. Although the history of the E.I.R.
has been one continual record of progress, it had a close
connection with the political history of Eastern India,
and thus we find reference in the affairs of the company
to the Great Mutiny of 1857 and the praiseworthy efforts
of the staff in those troublous times. The author also
touches on the part played by the E.I.R. when famines
have visited the country, and also the enormous develop-
ment of the Bengal coal traffic, which has been and still
is of the greatest importance to the railway.
A long chapter is devoted to tracing the competition
the East Indian Ry. has to meet, particularly by the
development of the lines of Western India, which divert
the export traffic to Bombay, as against the E.I.R. and
: Calcutta. The book can be recommended to every one
interested in railway enterprise and progress.
We have received from Messrs. George Newnes, Ltd.,
Part XIII of the Technological and Scientific Dictionary,
which ranges from " Tie " to " Warehouse." This very
useful work bids fair to be completed in the fourteen
parts originally projected, and will form a wellnigh
invaluable book of reference to all interested in scientific
pursuits.
 August i5ih, 1906. The Locomotive Magazine. 143

25 TONS COVERED GOODS WAGON, outwards to form a gangway. These wagons are
NORTH EASTERN RY. equipped with the rapid-acting vacuum brake
and a through pipe for Westinghouse connec-
tions, together with a hand brake. Inside the
The accompanying illustrations show a new wagons are a number of lashing hooks, to enable
type of covered goods wagons of large capacity heavy goods to be securely fastened. The tare
recently introduced on the N. E. Ry. by Mr. of wagons of this type is 15 tons 18 cwt., and the
Wilson Worsdell, chief mechanical engineer, and gross load 25 tons, which is so far the largest
designed for high speed service between important capacity available in covered wagons in this
centres. They have a total length over body of country.
37-ft., an outside width of 8-ft., and a height of
i2-ft. I -in. from rail level, the internal dimen- New East Coast Joint Stock.— The North
sions being, length 36-ft. 3-in width 7-ft. 3j-in.,
, British Ry. have built six of the large bogie lug-
and height at centre 7-ft. g^-in. the bogies,
; gage brakes of the same pattern as illustrated in
which are of diamond frame pattern on the our July number. The Great Northern Ry. have
Sheffield-Twinberrow system, supplied by the completed no less than 2 of these fine vehicles.
1

Brush Electrical Engineering Co., Ltd., have Six third class side corridor coaches have also
wheels 3 -ft. i-in. diameter on a wheelbase of been put into use from Doncaster these cars
;

5-ft. 6-in.,the centres of the bogies being 2 7-ft. have luggage lockers so that they can take
apart. The wagon has four body doors and two private parties to and from any part of Scot-
sliding roof doors to permit of the lading of land. The passenger cars are all electrically
grain, etc. the lower part of the side doors falls
; lighted.

Diagram of 25-tons Covkkki) Goous Wagon, Nouru Eastern Ry.


144 The Locomotive Magazine.
Van Fon Motor Cau Tkau k
MOTOR CAR VAN, CALEDONIAN RY
To accommodate the general traffic in motor
cars, and particularly the productions of the many
car factories throughout their system, the Cale-
donian Ry. have built a number of roomy six-
wheeled vans for the exclusive transit of these
vehicles. The outside dimensions are length:
3o-ft. o-in. over body, breadth 8-ft. oj-in., height
at centre 8-ft. lo-in. and at side cornice 7-ft. o-in.
Height from rail at centre 12-ft. gf-in. and at
side cornice 11 -ft. o-in. The underframe is
30-ft. o-in. long, giving 33-ft. 8-in. over the
buffers. The sole-bars and cross-members of the
underframe are of steel channels, the longitudinals
and diagonals being of oak, secured by angle
bar and plate knees. The wheels are 3-ft. 9-in.
diameter on tread and 9-ft. o-in. between centres,
giving a total wheelbase of 18 -ft. o-in.
The body framing is of teak, panelled in
mahogany. There are two double folding doors
on either side, each giving a clear opening of
4-ft. 2^-in., with large sliding windows, which
give the interior a good light. The waist panels
on doors are of slate for writing purposes. Each
side door is fitted with a slip bolt and carriage
standard lock. The centre panel at either end
on both sides is louvred, and lined inside with
perforated zinc. The roof is of galvanised steel
plate ^-in. thick, supported by light steel roof
bars of channel and T sections.
The two folding end doors are V-boarded and
hung from the corner pillars by wrought iron
hinge straps, three to each door, the centre
hinge straps having a stud and cotter fastening.
There is also a slip bolt fastening inside. The
—
August 15th, 1906.
, C'ai.f.uonian Kv.
doors give openings the full width and height ot
the van. There are four wheel bars stretching
across the vehicle, sliding on angle bar brackets,
having holes 2-in. pitch for adjusting purposes,
giving accommodation for two ordinary sized
motor cars. There are also notched bars along
the sides having a shackle and strap attachment
for more securely fixing the load. Two steel
plates I o-in. by J-in. thick run the full length of
floor inside on which the wheels of \ ehicles rest.
The vans are fitted with dual brake equipment,
as well as " either-side " hand brakes, and have
pipe connections for steam-heating. The tare
is 12 tons 19 cwt., and load 6 tons. They have
been built at the Company's St. Rollox workshops
to the designs and under the supervision of Mr.
J. F. Mcintosh, the locomotive superintendent.
The locomotive MAGAZINE.
No. 168, : Aug. 15th, 1906.
PUBLISHED BY THE
LOCOMOTIVE PUBLISHING COMPANY, Limited,
3, Amen Corner, Paternoster Row, London, E.C.
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—
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—
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mey Orders, etc., should he mnde payahle to the Locomotiti
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Particulars of Sack Numbers sent on apnhrntion.
Complete Lists of Railway Books and Photographs post fret.
 '
TH6 I^ogomoTIQ6
Yol. XII. SEPTEMBER
RAILWAY NOTES.
Great Central Ry. — In the accompanying
illustration is shown No. 1097, one of the new
series of six-coupled bogie passenger locomotives
recently built by Messrs. Beyer, Peacock Co., &
Ltd., to the same general dimensions as the first
examples of the class, but with the slightly
larger heating surface adopted in the later
Atlantics. This engine is noteworthy on account
of bearing a nameplate, the name " Immingham
'
being also given to the new docks in course of
construction for the Great Central Ry. on the
Humber.
Six-coupled Bogie Passenger Express Locomotive No. 1097 "Immingham," Great Central Rt.
Great Western Ry.— Nos. 3725-30 of the
new four-coupled bogie type of express passenger
locomotives are now out, thus completing a series
of 30 in all.
In consequence of the success of No. 40, some
four-cylinder six-coupled bogie locomotives are
shortly to be built.
A new series of the " County " or outside
cylinder type of express engine are also to be
built, and progress is being made with the nine
tank engines of the 4-4-2 type similar to No.
2221 illustrated in our April issue, while a series
of 2-6-2 tank engines of the 312 type are in
1 of Fishguard, Liverpool and Southampton from
contemplation.
Nos. 3004, 3296, 3303, 3406 and 3407 have
recently received new taper boilers with Belpaire
fireboxes.
(PflGflzipe
15th, 1906. No. 169.
The New Route to Ireland. The Fish- —
guard-Rosslare route to Ireland ma the Great
Western and Great Southern & Western Ry.'s
new lines, was formally opened on the 30th ult.
To bring the scheme to completion a vast amount
of work has been accomplished, including the
construction of harbours at Fishguard and Ross-
lare, the laying out of a new line from Clarbeston
Road to Letterston Junction in South Wales, a
distance of 10 miles 50 chains, and a new single
line 38 miles long between Rosslare and Water-
ford. For the sea passage the G. W. R. provide
three turbine-propelled steamers of 22^ knot
speed, which will accomplish the crossing of 54
nautical miles in less than three hours. The
whole distance from Paddington to Cork is
reduced by this new route to 45 7 J miles, and
the actual time occupied on the journey will
be 13 hours, including the sea passage.
Apart from giving this more direct and speedy
communication with the South of Ireland, the
G. W. R. have undoubtedly had in mind, in
establishing a magnificent new harbour in South
Wales, the idea of wresting some part of
the Transatlantic mail and passenger traffic
from Liverpool and Southampton. The distances
New York are respectively 2,902, 3,017 and 3,077
nautical miles, the disparity being further marked
by the compulsory stop of all Liverpool liners at
Queenstown to land mails. .

146 The Locomotive Magazine.
London & South Western Ry. — The six-
coupled bogie engines of No. 330 class have been
doing good service during the busy holiday
season, hauling heavy loads.
The ten small four-wheels coupled tank loco-
motives for motor service with vestibule coaches,
now in course of construction at Nine Elms, will
bear Nos. 736-745 inclusive.
—
FURNESS Ry. An order for six tank and four
six-coupled tender goods locomotives has been
placed with the North British Locomotive Co.,
Ltd.
Hull & Barnsley Ry. — A
contract for the
supply of ten eight-coupled mineral locomotives
has been placed with the Yorkshire Engine Co.,
Ltd. These engines will have the following
leading dimensions cylinders 19-in. in diameter
:
by 26-in. stroke diameter of coupled wheels
;
4-ft. 6-in., wheelbase i6-ft. 6-in., length of boiler
barrel 14-ft., height of centre above rails 8-ft.
2-in.; number of tubes 234, of 2 -in. diameter ;
heating surface: firebox 131 sq.ft., tubes 1,728
sq. ft., total 1,85,9 sq. ft. grate area 22 sq. ft.
; ;
the capacity of the tenders will be 3,300 gallons.
Great Eastern Ry. — Referring to our illus-
trations on p. noof the July issue, the engines
rebuilt with newboilers and a leading bogie
during the year are Nos. 704, 708, 712, 719, 728,
745» 772, 777, 779> 1012, 1013, 1015, 1016, 1021,
1023, 1025, 1026, 1027, 1030 and 1032.
Ten new six-coupled goods engines of the 640
class are out bearing Nos. 552-561. They are
painted blue, and are equipped for working the
Westinghouse and automatic vacuum brakes.
New double-end tank engines Nos. 231-240
are out.
The large bogie engines Nos. 1890, 1894, 1895
and 1897 have been equipped with the vacuum
brake and located at Doncaster for the purpose
of working the new Doncaster-London express
goods trains which from August ist have been
timed to accomplish the journey in 6 hours, with
a maximum load of 25 wagons and a brake van.
The new Sheringham line, branching off from
the Norwich to Cromer section at Cromer
Junction, and converging with the Norfolk and
Suffolk Joint Ry. at Roughton Road Junction, and
thence via Newstead Lane Junction to Runton
West Junction on the Sheringham and Cromer
Beach line of the Midland & Great Northern
Joint, was opened on July 23rd with G. E. R.
engine No. 678.
Norfolk & Suffolk Joint Ry. — The new
coast line from Mundesley via Trimingham and
Overstrand to Roughton Road Junction, there
;
September 15th, 1906.
forming part of the G. E. R. new Sheringham
route, was opened on August 3rd. Two spur
lines from Newstead Lane Junction, the next
junction after Roughton Road Junction, give
access respectively to Runton West Junction,
West Runton and Sheringham, and to Runton
East Junction and Cromer Beach, on the Midland
and Great Northern Joint Ry. The first G.E.R.
train, Overstrand toNorth Walsham(G.E.R.), was
worked by tank locomotive No. 591, and the first
Joint Co.'s train, Mundesley to Cromer Beach,
was worked by the Midland Ry. tank locomotive
No. 143.
Great Northern Ry. — Following a com-
is
plete of the new loading classification for
list
locomotives on this railway, referred to briefly in
our May issue Class B, Mr. Ivatt's six-coupled
:
goods engines of iioi class, Stirling's goods
rebuilt with domes, and the American Moguls
C, all Stirling's goods engines with domeless
boilers, 474,372 and 102 1 classes, also Mr. Ivatt's
Nos. 109 1- 1 100 with domes; D, eight-coupled
mineral engines, Nos. 401-440; F, Stirling's six-
coupled saddle tanks, 601 class H, six-coupled
;
tank engines, 1201 class K, miscellaneous small
;
tank engines ; L, Stirling's passenger bogie tank
engines, 11 6a and 504 classes M, ten-wheeled
;
passenger tanks, 1501 class; N, ten-wheeled
eight-coupled tank engines, 1 16-146; P, single-
driver express engines of all classes R, four- ;
coupled in front mixed traffic tender engines S, ;
Stirling's four-coupled 6-ft. 6-in. passenger
engines with domeless boilers T, Stirling's four-
;
coupled passenger engines rebuilt with domes,
and Mr. Ivatt's 1061 class and the small bogie
engines of 107 1 class; W, Mr. Ivatt's large eight-
wheeled bogie engines Nos. 1 321- 1340, and 1361-
95 Y, the Atlantics of 990 class and Z, the
;
;
large Atlantics of 251 class. The letters omitted
are as yet unrepresented.
North BRrriSH Ry. — The following is the list
of allotted to the new Atlantic type
names
locomotives illustrated and described in our last
issue '•:
—
Aberdonian," " Abbotsford," " Bon
Accord,-' "Borderer," " Cumberland," "Dunedin,"
"Dundonian," "Hazeldean," "Midlothian," "St.
Mungo," " Teviotdale," " Thane of Fife,"
" Tweeddale,'' and " Waverley."
Caledonian Ry. — The six-coupled bogie
express locomotive No. 903 has been named
" Cardean."
Mr. James Halcrow, London agent for the
Hanover Locomotive Works, Bochumer Verein,
and Augsburg & Niirnberg Engineering Works,
gives notice that he has removed from 5, Moor-
gate St. Buildings, to 18, Coleman Street, E.C.
 -

September isth, 1906. The Locomotive Magazine. 147

2^2 Tube.

length

Cy/inyers.

-6Vf- * - 5<y -6-6- - 6'6 "-

-it S'94 "-
J3.S.0. Tender- 38.0.0

Diagram of Six-coupled Bogie Goods Locomotive No. !US, Caledonian B,t.

SIX-COUPLED BOGIE GOODS LOCO- boxes to the driving and trailing

MOTIVE, CALEDONIAN RY.
Mr. J. F. McTntosh, the locomotive super-
intendent of the above railway, has recently
designed a new type of engine for heavy fast
goods traffic, of which we give illustrations from
photographs courteously supplied by the
designer. The diagram shows the leading
dimensions of this powerful locomotive, which
presents many features of interest. It may be
remarked that the cylinders are practically as
large as it was possible to make them, while still
retaining the direct Stephenson link motion,
with a valve chest between the cylinders. As in
the 55, or "Oban" class, the engine is driven
from the leading coupled axle, this arrangement
giving the advantage of reducing the inclination
of the cylinders to a minimum. At the same
time the bearings have all been increased in
size to take the additional weight of a large
boiler, and with a view to easing the engine
round curves, a play of ^-in. is allowed to the
trailing axle, the rear portions of the coupling
rods being provided with knuckle joints. Sand-
are fitted
wheels. The
boiler is of a similar type to that
provided for the 903 class, described in our July
issue, but is shorter in the barrel and firebox.
The tubes are of mild steel galvanised, and the
internal firebox is stayed directly to the outer
shell with screwed stays. The safety valves are
four in number, 4-in. in diameter, with indepen-
dent springs. Steam reversing gear, with a
reversing lever and notched quadrant plate, is
fitted ;the stuffing boxes of piston rods and
valve spindles have metallic packing. The
engine is equipped with the usual Westinghouse
brake fittings, and also has an ejector and
" through " pipes to enable it to work vacuum-
fitted trains. Although designated a goods
engine, it should be well adapted for working
heavy passenger traffic also.
The Railway Club.—The next meeting will
be held on Tuesday, 9th October, at 92, Victoria
Street, London, S.W., at 7.30 p.m. Mr. C. Rous-
Marten hopes to be present to deliver an
address.

Six-covFi,ED BooiE GooDS LOCOMOTIVE No. 918, Caledonian Ry.

The Locomotive Magazine, September 15th, 1906.

RECENT LOCOMOTIVES OF THE BELGIAN

STATE RAILWAYS.
{^Continued from page 95.)

The four- cylinder compound locomotives mentioned in our

June issue are of two slightly different types, known as Type
19 and Type 19 Bis. Their boilers are of the same dimensions
as that of No. 3303, illustrated on page 94, but some are
equipped with a special form of superheater introduced by
the Societe Cockerill.
There are at present only two locomotives of Type 19 in
actual service, Nos. 3301 and 3304, both built by the Societe
Cockerill. They are alike in every respect except that No.
3301 has no superheater, and consequently has a heating
surface equal to that of the four-cylinder simple No. 3302
already described. These engines, as can be seen from the
accompanying illustration, Fig. 10, have the four cylinders

Diagram of Valve Motion of Four-cylinder Locomotivkb, Nos. 3301 and 3304,

Belgian State Rys.

placed in line transversely, all actuating the leading coupled

axle, this being an arrangement also adopted on recent
German and Austrian compound locomotives, the high
pressure cylinders being between the frames and the low-
pressure outside. As in the four-cylinder simples last
described, the two cylinders on each side of the centre line of
the engine are controlled by one set only of Walschaerts
valve gear, but the method of application is somewhat differ-
ent, as will be gathered from a comparison of the accompany-
ing diagram. Fig. ii, with the corresponding Fig. 8 on page
95 preceding. In this case the horizontal rocking shaft to
transmit the motion of the radial gear in the first place to the
inside cylinder, is dispensed with, the Walschaerts gear being
connected to the piston valve of the outside cylinder direct,
and the balance cranks reversing the motion for the inside
cylinders are therefore arranged in a more simple manner
without having recourse to extended valve spindles as in the
previous instance. The principal dimensions of the engine
September 15th, iqo6. The Locomotive Magazine. 149

illustrated, No. 3304, are as follows : high pressure cylin-

ders 14,1-in. by 26\^-'m.,and low pressure cylinders 24?.-in.
by 26^i]-in. ; diameter of bogie and coupled wheels 3-ft. 6-ft.
and 6-ft. 6-in. respectively. It will be noticed that these
engines have bogies of different dimensions from those of
other engines described in this series of articles, the wheels
being larger and the springs placed outside the frames the ;

boiler barrel has a maximum diameter of 5-ft. 6|-in., and

contains 219 tubes 13-ft. i^-in. long and 2-in. in diameter in
addition to 30 superheater tubes of 4j3g-in. in diameter ;

heating surface: firebox 182 sq. ft., tubes 1,696 sq. ft., total
1,878 sq. ft. the superheater surface is 440 sq. ft., and the
;

grate area 32-4 sq. ft. The Cockerill superheater attacks the
steam after leaving the high pressure cylinders, and before
it enters the low pressure cylinders, and not as usual
directly after leaving the boiler. The working boiler
pressure is 225 lbs. per sq. in. In respect to wheelbase,
total length and height of boiler centre from rails, this
engine is identical with those last described the weight is ;

practically the same also, and the various fittings and

accessories are of the Belgian State standard pattern.
There are in service eight locomotives of Type ig Bis,
illustrated in Fig. 12, bearing Nos. 3293-3300, all built by
the Societe Cockerill. These differ from the preceding
type principally in the disposition of the cylinders the ;

high pressure cylinders, inside the frames, actuating the

leading coupled axle as in previous classes, whilst the low
pressure are connected to the second pair of drivers by
means of somewhat long connecting rods. The cylinders
are of the same dimensions as Type 19, but the driving
wheels are only 5-ft. i i-in. in diameter, and the bogie is of
the same type as in the four-cylinder simple engines. The
boiler has a rather deeper firebox than that of Type 19,
owing to the smaller diameter of the wheels, and has
the following altered heating surface: firebox 197*5
sq. ft., tubes i,696'6, total i,894"i sq. ft.; grate area 32*4
sq. ft. All the engines of this class are provided with the
Cockerill superheater, but No. 3293 has it in a somewhat
complicated form, the superheated steam being supplied at
will either to the high or the low pressure cylinders this ;

arrangement is being tried experimentally, but apparently

gives inferior results as compared with the simpler method
already described. The weight of engines of this type is
82 tons, of which about 55 tons are on the coupled wheels.
All the engines recently described are supplied with the
standard tender adopted on the Belgian State Rys., referred
to on page 44 preceding.
{To be concluded.')

" La Locomotive Actuelle." —

Our friend, M. Maurice
Demoulin, the author of " Traite Practique de la Machine Loco-
motive," one of the most exhaustive works on locomotive practice
ever published, with the further advantage of being modern, has
sent us a copy of a supplementary treatise bearing the title above
quoted, which deals with still more recent practice on the Continent,
in Great Britain and the U.S.A., and which forms a fourth volume
worthy of being placed side by side with the previous three. It is
sufficiently up-to-date to include the latest G.N. and L.B. & S.C.R.
Atlantics and the latest six-coupled bogie engines of the L. &;N.W.R.
and L. & S.W.R., and consists of 324 pages of letterpress, illustrated
by 132 engravings and 40 plates. The book is published by M. Ch.
Beranger, of Paris and Liege, but copies may be ordered from the
Locomotive Publishing Co., Ltd., price 25s.
 ;

The Locomotive Magazine. September 15th, J906.

SCHULL AND SKIBBEREEN LIGHT train has first to back down into a siding,
RAILWAY. and the same process has to be repeated on
arriving. There are no signals, but there
This line, remotely located in the west of is one intermediate crossing place at Bally-
Ireland, is one of the numerous light railways dehob, 10 miles from Skibbereen, thesa two
sections being worked by
small wooden train tablets
there are in addition five other
stations, where the accom-
modation consists of a shelter,
with in some cases a siding ;

the gradients and curves are

very severe, the steepest being
I in 24, while the sharpest
curve is 2 chains radius as a ;

matter of fact there is hardly

a level stretch on the whole
line, gradients of i in 30
being quite common. There
are only two bridges, one ot
these being a stone viaduct
of 1 2 arches, crossing an arm
of the sea at Ballydehob.
The traffic is extremely
small, and, needless to say,
does not even pay working
expenses, two mixed trains
in either direction on week-
FouR-coi;pi,Eu Tank Locomotive No. 3, as originally uuilt, Schvll & Skiubkrken Light Ey days and one on Sundays
amply sufficing for the needs
constructed with Government assistance, the of the district these are timed to perform the 15 J
;

interest on the capital (5 per cent.) being guaran- miles in 1 hr. 20 mins., including six stops.
teed by the baronies through which it runs. The rolling stock consists of four locomotives,
The line, which is of the 3-ft. gauge, is 15} six carriages, four brake vans, and 45 goods
miles in .length, and extends from the market vehicles ;the first three locomotives, Nos. i
town of Skibbereen (5 3 J miles
~
from Cork on the C. B. &
S. C. Ry.)' to the small
fishing village of Schull,
skirting the coast for a
portion of the way for about
; .

half the distance the railway

runs alongside the public
road, the permanent way
consisting of flat-bottomed
rails, 45 lbs. to the yard,
spiked to the sleepers. The
opening for traffic took place
in 1886, and' the company
was originally known as the
West Carbery Light Rail-
way and Tramway.
The station at Skibbereen
adjoins that of the C.B. &
S.C. Ry., a run of about
hours from Cork here are ;

situated the locomotive and

carriage sheds, and a small
shop for repairs. In order to
start out of the station the FouE-couPLED Tank Locomotive No. 2, rebuilt, Schull & Skibbereen Light Ey.
 :,

September 15th, 1906. The Locomotive Magazine.

Marion," 2 " Ida," and 3 " Hen," were built by- not Belpaire. The dimensions are as follows
Messrs. Dick, Kerr & Co., Britannia Works, cylinders 12-in. by 18-in., coupled wheels 3-ft.
Kilmarnock, in 1886; they are four- wheels o|-in., bogie wheels 2-ft., wheelba.se (rigid)
coupled tank engines (0-4-0) with outside 5-ft. 6-in., wheelbase (total) 15-ft., heating
-cylinders, and cased in —
to suit Board of Trade surface (total) 575 sq. ft.,tank capacity 600 galls.
bunker 25 cwt., weight
(loaded) 24 i tons. This
engine presents a very smart
appearance and reflects great
credit on the builders.
The carriages are mostly
composite (first and third
class) vehicles, running on
four - wheeled bogies the ,

latest specimen, a third class

bogie coach, has both let
down windows and dust
screens ; the seats are ar-
ranged along each side, and
the entrances are at each
end the running
; is, how-
ever, by no means smooth,
and with the small four-
wheeled engines is almost
equal to a sea trip.
The traffic along the line is
purely local, the district being
quite out of the beat of the
FODB-COCPLED BOGIB TAKK LOCOMOTIVE No. 1, SCHULL & SkIBBKRKEN LiGHT Ry tourist during the summer,
;

however, it is possible to do
requirements. In their original form they were the journey from Cork to Schull and back (136
domeless, but No. i was afterwards re-boilered miles) for the small sum of 4s. third class, and to
with a dome this engine is, however, now re- anyone interested in railways the trip is strongly
;

placed and lies in a dismantled condition at to be recommended.

Skibbereen ;No. 2 " Ida " has been rebuilt
recently with a much larger boiler, with Belpaire
firebox, and presents rather a novel appearance,
the casings round the boiler and dome having
now been removed. The photo, of No. 3 shows
one of the engines in their original condition.
The original dimensions are as follows : cylinders
<)\-ir\. by coupled wheels 2 -ft. 6-in.
i6-in.,
diameter, wheelbase 6-ft., tanks (under boiler)
350 gals., weight in working order 18 tons. The
next engine. No. 4 " Erin," was built by Messrs.
Nasmyth, Wilson & Co., in 1888; it is a four-
wheels coupled side tank with leading bogie
(4-4-oj, Belpaire firebox, and has the following
dimensions: cylinders 12-in. by i8-in., coupled
wheels 3-ft. 4-in. diameter, bogie wheels i-ft.
lo-in. diameter, coupled wheelbase 5-ft. 6-in.,
total whelbase 15-ft. 3-in., tank capacity 500 gals.,
heating surface (total) 508 sq. ft. This engine
was probably the first in Ireland to have a
Belpaire firebox.
The latest engine, No. i " Gabriel," has only
just been supplied by Messrs. Peckett & Co., Train Indicator at Liverpool Street Station
Bristol, and has the same arrangement of wheels recently provided for the guidance of passengers
as No. 4, with the exception that the coupled to main line stations on the G. E.R. system. It
wheels are inside the frames and the firebox is was constructed in the Stratford carriage shops.
 152 The Locomotive Magazine,
Six-courLKi) Tank Locomotive i itted with the Lentz Valve
THE LENTZ LINKLESS VALVE GEAR.
In the accompanying illustrations are shown
details of the Lentz valve gear as fitted to a
locomotive built by the Hannoversche Machine
Co. (formerly George Egestorff) and exhibited at
the Milan Exposition this year. Herr Gustav
Lentz originally introduced this form of linkless
gear some few years ago, and it appears to have
given complete satisfaction on a number of
locomotives and stationary engines. The gear,
as here shown, comprises two distinct features,
one being the employment of a shifting eccentric
Side elevation and Cross siction of Valve
September 15th, 1906.
Gear and Poppet Valves.
—
on the crank axle in the example illustrated on
a return crank outside the "big-end " and the —
other feature being the use of poppet valves to
control the steam distribution. On the engine
illustrated two rods are seen which converge
at the driving axle. That which leads for-
ward to the cylinder is the valve rod, and its
action will be described in due course it receives ;
motion from an eccentric on the pin of the return
crank, and the direction and extent of its travel
relatively to the cylinder pistons is controlled by
the rod that inclines backward towards the foot-
plate, where it is connected to the usual lever
Rod and Eccentric of the Lentz Gear.

September isth, 1906. The Locomotive Magazine,
working in a quadrant plate. Our second
illustration is a cross-section of the eccentric and
reversing- gear on the crank pin. Briefly
explained, the eccentric has a spiral bearing
engaging with a similar spiral on a sleeve which
revolves with the axle, but which is arranged so as
to slide transversely it is obvious, therefore, that
; ERECTING A
a movement of the sleeve across the axle will
cause the eccentric to change its position
relatively to the crank, the range of travel being
from extreme forward to extreme backward gear,
with any intermediate position. The traversing
sleeve is controlled by another sleeve which does
not rotate this also has a spiral thread engaging
; fitting shops, etc., can be utilized by the men in
with inclined surfaces on the end of the rod
coming from the cab, and the backward or
forward movement of the lever, therefore, acting
through these various series of oblique teeth,
causes the eccentric to occupy any desired
position with regard to the crank pin. The
motion of the eccentric is transmitted to a valve-
rod provided with inclined projections, which act
as cams in conjunction with rollers turning on
pins attached to the four lifting or poppet valves,
shown in our third illustration. Of these the
two nearest the centre are inlet valves, and the
others are for the exhaust, and the cam surfaces
of the valve rod lift them in due sequence both
in forward and backward gear. As regards the
employment of poppet valves, it may be remarked
that ordinary valve gears can also be used, and
indeed, examples shown at Milan so fitted
include a large Atlantic type locomotive with
Walschaerts gear, and another engine with
Allan straight-link motion. The tank engine
here illustrated, in addition to having Herr
Lentz's gear and valves, is provided with the
Pielock superheater, and is of the following
leading dimensions cylinders i5|-in. by 2 if-in.;
: are levelled, both longitudinally and transversely,
;
153
diameter of driving wheels 3-ft. ']\-'\n. wheel-
;
base 9-ft. io|-in. heating surface
; 996 sq. ft.
:
superheater surface 264 sq. ft. ;
grate area
15^ sq. ft.;
weight in working order 35 tons
7 cwt.
LOCOMOTIVE.
In order to erect locomotives in an economical
manner, a leading hand should have, whenever
possible, three pits under his charge. By this
arrangement any time of waiting for delivery of
work belonging to one engine from the machine,
forwarding the others.
The details of erection naturally differ in
various classes of locomotives. In the present
article, as a typical case, the erection of an
ordinary inside cylinder single-framed 0-6-0
goods engine is briefly described.
The first step is the setting up of the frames.
These are sent to the erecting shop in as com-
plete a state as is practicable, having been
slotted round the edges, straightened, and hav-
ing all holes drilled where possible and sharp
corners taken off. They are first laid on trestles
and the various centre lines marked out. They
are then placed upright in forked supports,
stayed together by means of standard temporary
stays cut to dead length, and set square and level
with each other.
In order to ascertain when they are square,
centre pops are made at various points on the
top edges of the frame plates, the pops being put
on to each frame at exactly similar points. The
frames can then be set square by trammelling
diagonally from a point near the front of each
plate to one near the back of the other. They
 154 The Locomotive Magazine*
by means of a straight edge and spirit level. A mounting the boiler that no adjustment is
cord is also placed along each side at a given
distance back and front, and the space between
the cord and frame plate is then callipered at
various places in order to make sure that the
plates are straight.
All footplate brackets, cross stays, etc., are next
fixed. These are first bolted up with a few
bolts, then set to their exact position and rivetted
up, the holes being opened out where necessary.
The motion plate and other important cross stays
are usually fastened with cold rivets, which are
turned a driving fit to the holes. The horn
blocks are secured with turned bolts.
The cylinders are next lowered into position
between the frames, the weight being taken on a
pair of jacks placed one under each end of the
cylinder casting.
Strips of template iron, having a small central
hole, are bolted across the front of each cylinder
and set so that the small hole is exactly on the
centre line. A line is then passed through each
hole and secured at the other end to a straight
edge, which is laid across the driving horns with
the top edge on the centre line of the driving
axle according to the drawing. These lines are set
parallel to the frames and to each other, and the
position of the cylinders adjusted by means of
the jacks until their centre lines exactly corres-
pond with the actual lines, after which the bolt
holes, which in the cylinders are drilled in the
first instance below the required size, are rose-
bitted out, and the bolts, which are turned to a
driving fit, driven in and the nuts firmly screwed
up.
After securing the cylinders the slide bars are
put up and set. The bottom bars are set to the
lines used in setting the cylinders. A gauge is
used, which is shaped to fit the bars on its bottom
edge, and has a pointer on its top which is exactly
central at the required distance from the bottom,
each bar being so set that the gauge, when resting
at any point along its length, will just touch the
centre line with the pointer. When all the bottom
bars are set, a straight edge, thinly smeared with
red paint, is rubbed over them to see that they are
all fairly in the same plane.
The top bars are now set from the bottom ones
by means of a dummy slide block, which must
work freely, but without " slogger," between the
two.
At this stage all the measurements are usually
checked over by the foreman, in order that he
may satisfy himself that all the essential parts of
the engine are square and true.
The boiler may next be lowered on to the
frames and secured. Before being received in
the erecting shop it has been mounted and tested
under both hydraulic and steam pressure. The
expansion brackets should have been so set when
September 15th, 1906.
necessary, and having been once placed in the
frames it remains there. The front tube plate
is bolted to the cylinder casting, the joint being
usually made with red lead putty, and the
expansion bracket guides attached to the frame
at the firebox end.
When in position the boiler is lagged and
cleaded, and the smokebox, cab, splashers, etc.,
put up, this latter work being done by a gang of
boiler makers usually attached to the erecting
shop.
In the meantime the axleboxes may be fitted
up in the horn blocks. The boxes are left a
little large in the planing machine and are
scraped down to fit the blocks, the latter being
coated with " red marking," so that a true bear-
ing may be obtained. They are fitted fairly
tight, but should be capable of being comfort-
ably moved up and down by means of a bar three
or four feet long. They are next bedded down to
their respective journals, the surfaces cleaned out
and oiled and the keeps put on.
The engine is now ready for wheeling. To do
this it is lifted clear by means of an overhead
crane, the wheels rolled underneath, and then
the engine is lowered on to them a man being
;
stationed at each axlebox to guide it into the
horn blocks. Small pieces of packing are placed
on the tops of the axleboxes, on which the tops
of the horns rest until the springs are put up and
secured.
The engine is now ready for the motion, which
is put up, and the valves set. The setting of the
valves is the most important piece of work in
connection with the erection of a locomotive, and
is only performed by specially skilled men. It
properly forms a subject of itself, and an article
on it is in preparation.
On completion of the motion the springs are
put up and fastened, the buffer beam attached,
and the engine lifted on to a " running road," if
such is available. The coupling rods are put on,
and when all the minor details, such as brake
gear, feed pipes, cylinder cock gear, etc., have
been completed the engine is ready for trial.
When the boiler has been filled with water,
the fire lighted, and the engine coupled to the
tender (which is coaled and watered) before
starting on the trial trip the whole is weighed.
The weighing machine is so arranged that each
wheel rests on a separate table and may be
weighed by itself. The springs are adjusted until
a correct proportion of the weight is obtained on
each wheel.
The tender is put together in a similar manner
to the engine, the frames being set, marked off,
rivetted up and wheeled, and the tank (which is
made in a separate shop] lowered into them and
secured and the various fittings attached.
September 151)1, iqo6. The Locomotive Magazine, 155

STEAM RAIL MOTOR COACH, NORTH

WESTERN RY. OF INDIA.
The accompanying illustration shows a new steam rail
motor coach built for local traffic on the above-mentioned
State railway, to the designs of Sir Alexander Rendel.
The steam and carriage bogies, underframe, all the iron
work, fittings, carriage seats, glass, etc., for finishing
were supplied by the Vulcan Foundry, Ltd., of Newton-le-
Willows, Lanes., whilst the woodwork was added after
assembling the various parts of the vehicle, by the carriage
department of the railway company itself. The engine bogie
is carried on four wheels of 3-ft. 3-in. diameter, of which
only one pair are drivers, and has cylinders g-in. by 14-in.,
supplied from a boiler carrying 160 lb. ot steam and having
a heating surface of: firebox 48 sq. ft., tubes 252 sq. ft.,
total 300 sq. ft. This bogie is detachable by slightly lifting
that end of the coach. It carries 300 gallons of water and
half a ton of fuel. The body of the carriage has accom-
modation for three first-class, three second-class and 72
third-class passengers, it is suitably upholstered, and has
brass fittings there is also a luggage compartment.
;

Lighting is provided on Pintsch's patent gas system.

This car is typical of the numerous vehicles of a similar
character which are now coming so extensively into use
for local service both in this country and in the various
parts of the British Empire.

AN INDIAN LOCOMOTIVE'S CREW.

Three men occupy the footplate of an Indian engine,
driver, fireman and assistant fireman or "augwalla."
Originally, the first-named was invariably an European,
but now so many natives are qualified to take charge of a
locomotive, that an English driver is becoming the excep-
tion, not the rule. Foremost among the natives com-
peting for employment on the railways are the Parsees, a
caste or sect of the Indian people anxious to adopt the
everyday methods of the West. The curious "topee" or
conical hat usually worn has had to give way to the
wants of the locomotive service, and the Parsee driver
now adopts a small skull cap instead. The Parsee head-
gear is about as suitable to the footplate as a Scotchman's
kilt would be. The locomotive is a great " leveller," it
reduces all to standards of utility. Clean and pains-
taking in his duties, the Parsee driv^er is a favorite amongst
the shed foremen of India. The fireman is often a young
European or Parsee, sometimes a Eurasian or Hindoo.
There is great variety in this grade of the service, but
smart young men are in demand. The " augwalla," or
"Jack," as he is familiarly called, is generally a Hindoo.
He does all the hard work of the run trims the coal ;

in the tender and delights in officiating with a flag as he

passes all stations. If allowed to manipulate the whistle
his satisfaction is boundless. If of a lazy temperament, not
exceptional, he goes to the front and crouches down on
the front buffer beam out of the driver's way. "Jack"
rarely gets excited, but at times, when running a bit behind
with a mail train and the speed goes up, he grins con-
tentedly and flourishes his flags with redoubled ardour.
 156 The Locomotive Magazine* September 15th, 1906.

NEW LOCOMOTIVE AND TRAIN, tube-plates 13-ft. i-in., diameter 2-in. heating ;

GOT HARD RAILWAY. surface: firebox 137 sq. ft., tubes 1,539 sq. ft.,
total 1,676 sq. ft.; grate area 25.8 sq. ft., boiler
We are indebted to the management of the pressure 220 lb. per sq. in., weight of engine in
above railway for the accompanying illustration working order 64 tons tender capacity 3,740
; :

and particulars of a locomotive and rolling
stock exhibited at the Milan Exposition, which
represents the most recent practice of this pro-
gressive line. The locomotive shown is one of
29 six-coupled four-cylinder compounds
de Glehn-du Bousquettype, the first of which was
put in service in June, 1894, but successive
engines have embodied various improvements in
gallons of water and 5 tons of coal, weight
36J tons.
In addition to this fine locomotive four
examples of bogie carriage stock are shown.
ot the One is a composite mail and luggage van, and
the other are respectively a first class, a first and
second class composite, and a third class coach.
As regards wheels, bogies and frames, they are

Six-coupled Bogie Locomotive Xo. AND Train of Xp;\v Cahuiaoe Siock, Goihakk llv.

detail as dictated by experience. No. 228, which all of similar design, with the following dimen-
was built in 1905 at the Swiss Locomotive sions : bogie wheelbase 8-ft. 2i-in., distance
Works, Winterthur, has the following leading between bogie centres 44-ft. 3|-in., diameter of
dimensions diameter of h.p. cylinders (which
: wheels 3-ft. 5-in., length over headstocks
are inside the frames) lof-in., and of the l.p. 60-ft. 2-in., extreme width of body 9-ft. 8J-in.,
cylinders (placed outside) 23f-in. stroke 23|--in. ; ;
height above rails 12-ft. o|-in. The first class
diameter of bogie and driving wheels, 2 -ft. 10^- in. coach seats 36 passengers the composite
;

and 5-ft.'3|-in. respectively wheelbase bogie ; : seats ten first class and 28 second class, and the
5- ft. trailing bogie to leading coupled
1 1 -in., third class coach seats 84. The weights of these
7-ft. leading coupled to centre coupled
7 -in., carriages vary slightly, ranging from 3 if tons
6- ft. centre
, coupled to trailing coupled for the mail van to 33^ tons for the composite.
6-ft. 6|-in., total 26-ft. o|-in. diameter of boiler
; Engine and train are provided with the
barrel 4-ft. ii-in., height of centre above rails Westinghouse-Henry brake, a Westinghouse
7-ft. 8|-in. number ot tubes 227, length between
; alarm signal, and steam heating, while the first
 September 15th, 1906. The Locomotive Magazine.
classand mail carriages are lighted electrically on
the Aichele system, supplied by Messrs. Brown,
Boveri & Co., of Baden, and the composite and
third class coaches by Pintsch's patent gas
system. All the appointments are up-to-date.
REBUILT LOCOMOTIVE, LONDON,
TILBURY & SOUTHEND RY.
To cope with increasing traffic and heavier
trains has been decided to re-construct the
it
No. 37 class of engines on the above railway, and
our illustration shows the first one of the class so
altered. This engine as originally built was one
of twelve, six being constructed by Messrs. Sharp,
Stewart & Co., x\tlas Works, Glasgow, in 1897,
and six by Messrs. Dlibs & Co., Glasgow Loco-
motive Works, Glasgow, in 1898.
The principal alteration consisted in providing
Rkbuilt Fovr-couplkd Bogie Passenokr Tank Locomotive No. 37 " Woodgranoe," London, Tilbury
a larger boiler, of 4-ft. 7j-in. internal diameter,
having a total heating surface of 1,099 sq. ft.,
with a grate area of 19.7 sq. ft., and working at
170 lbs. pressure per sq. in. The height of
centre of boiler from rail level is 8-ft. 3-in., com-
pared with 7-ft. 6-in. when first built. To
accommodate the enlarged diameter of boiler, it
was necessary to bring the side tanks out flush
with the edge of the footplate. The water capacity
has been increased from 1,500 to 1,614 gallons.
To ensure the smokebox door being kept
thoroughly tight, a dove-tailed ring, into which
is fitted asbestos tape, is fixed on the outside of
the smokebox front, and the edge of the door
makes a joint up against it. New cylinders have
been provided, 19-in. diameter by 2 6-in. stroke,
the crank pins having been enlarged and new
connecting rods of a solid-ended pattern adopted.
The whole of the original valve motion has,
however, been utilised. Steam reversing gear
157
has been substituted in place of the ordinary
hand lever with which these engines were first
fitted. An enlarged air pump, 8-in. by 8^-'m.,
in place of the original 6-in. by 6|-in., has
been attached to the right hand side of the
smokebox, it being found that these large pumps
provide the necessary air pressure in a much more
satisfactory manner than the smaller type. This
engine is fitted with both Westinghouse and
Vacuum brakes although the latter does not
;
in itself operate on the engine, the driver's valve
is fitted with a combination by which, when the
vacuum brake is being actuated on the train, the
air brake is applied on the engine. A new form
of cab has also been provided.
This engine has been working the vSouthend
expresses now for the past eight months, and has
given every satisfaction and shown a marked
increase in power and speed.
& Southend Et.
A Railway Lamp Works. — By the courtesy
of Messrs. George Polkey, Ltd., we recently had
the pleasure of visiting their extensive works at
Birmingham. The firm makes a speciality ot
railway lamps, including under that category
locomotive head-lights, carriage roof lamps, and
various classes of signal and hand lamps. At
the time of our visit several Colonial orders were
in hand, one in particular being for a South
African railway, which requires locomotive head-
lights giving sufficient candle-power to illuminate
the track for a distance of 100 yards ahead.
Great care is bestowed on all details of manu-
facture, and to ensure the highest standard of
excellence every part of the lamp, with the ex-
ception of the glasses, is made at the works of
the firm. Messrs. Polkey supply lamps to rail-
way companies in all parts of the world, and in
addition to this speciality they make several
patterns of head and tail lamps for road vehicles.
 The Locomotive Magazine* September 15th, igoG'

A NEW WATER GAUGE. THE BORSIG CARRIAGE-CLEANING

PLANT.
The glass water gauge has long been under-
going improvement at the hands of engineers,
and, if we except the safety valve, probably no
The well known firm of A. Borsig, of Berlin-
Tegel, has recently introduced a novel form ot
fitting on a steam boiler has received more
cleaning plant, one modification of which,
attention. Despite the numerous attempts, how-
adapted for use in railway carriages, is shown in
ever, the ordinary gauge may be a treacherous
the accompanying illustrations. The apparatus
indicator if not constantly cleaned ; its chief
differs from atmospheric cleansers hitherto
failing being through tendency to become
its
introduced in respect to method, the system
choked with deposit and sediment thrown down
from the water in the passage ways of the con-
necting arms. The novel arrangement shown in
the annexed blocks
has been designed
to overcome the
trouble hitherto ex-
isting,and it un-
doubtedly possesses
considerable merit.
The construction
will be readily un-
derstood from the
section. The " rod
valve tap " which
replaces the " blow
through " cock of
the ordinary class
is formed of a small
tube closed at its
upper end but pro-
vided with aper-
tures which open to
the internal passage
when the tube is
lifted. The valve
also carries a pro-
longation in the
shape of a small rod
passing up through
the glass tube to
operate the auto-
matic balls of the
gauge. When the
A New Water Gauge. "rod valve" is op-
ened for blowing
through, its position with its attachments is shown
by the dotted lines in the drawing, the balls being The Borsig Carriage-cleaner at "Work.
pushed away from the passages A
and B. Either
arm can be blown through " separately in the consisting of a double action ot compressed air
ordinary way and the great danger arising from and a vacuum-suction as well, and it is claimed
the valves being held upon their seats is avoided. that the efficiency of the operation is largely
All the automatic parts can be withdrawn for enhanced by the introduction of the duplex
cleaning whilst the boiler is under steam, thus influences of pressure and exhaust. It is of
enabling a driver to undertake the little job at course obvious that a much greater disturbance
any convenient " wait." The glasses are inserted of ingrained dust can be effected by air at high
by removing the top cap and the ball seating pressure than by a suction limited to something
from the upper arm. This improved gauge is below 15 lb. per sq. in., and the conjunction of
being introduced by the United Asbestos Co. Ltd., the two actions, first displacing the dust and
to whom enquiries should be addressed. then sucking it up, should be well-nigh irre-
 September 1 5th, 1 9o6. The Locomotwe Magazine,
The Borsig Carriage-cleaning Plant fitted up
sistible. The installation can be mounted in a
van set apart for the purpose, as shown, or it can
be supplied in a portable form, and it is equally-
applicable to carpets, furniture and rooms, to
hotels, public halls and private houses, and to
ships and steamers, as to railway carriages, the
plant being supplied in forms and capacities
suited to the various requirements above
indicated.
MORE RAILWAY REMINISCENCES.
The illustrations of new large locomotives for
the North Eastern Railway, which appear from
time to time in the " Locomotive Magazine,"
make me recall the days of my boyhood when I
lived at Haydon Bridge on the Newcastle &
Carlisle Ry., now a section of the North Eastern
system, and compare the engines of those days
with the handsome machines of the present.
The N. & C. R. is 60 miles long and was
opened through from Gateshead to Carlisle on the
iSth of June, 1838; the first engine, "No. i,"
i59
inside a Cotered Wagon.
built by Stephenson, of Newcastle, had four-
coupled wheels and weighed 12 tons the boiler
:
pressure was 50 lbs. per sq. in. The two eccen-
trics were loose on the axles and some six or
seven movements with different handles were
necessary to reverse. Some drivers were puzzled
at first to know how to start this engine until
they had been instructed, but I soon discovered
the correct procedure (the irony of it), when, as
a little boy about 6 years of age, I climbed on to
the footplate of "No. i " one dinner time when it
was standing in steam in the engine shed at
Haydon Bridge, which was built at right angles
to the main line. I began to play with the
regulator handle, and there was no difficulty in
starting the engine this time. The wheels began
to revolve and did not stop until " No. i " had
cleared the shed, passed over the turntable and
embedded itself in the ground beyond ; there
were no lifting jacks in those days, but by means
of a few pieces of wood for a fulcrum and a long
pole for a lever the engine was soon put on the
rails again. I at once became a noted engine
driver, but the only reward I received for my
 i6o The Locomotive Magazine.
brilliant performance was a g"ood birching from
my father (the driver). The second engine
" Comet," by Hawthorn, also had four-coupled
wheels, weighed 12 tons and had four eccentrics.
In this gear the rods not in use were lifted up
clear of the weigh-bar shaft. To see and hear
this engine running on a dark night was a fire-
work display in miniature. There were no ash-
pans in those days, so that the red hot cinders
falling through the firebars on to the ground and
rebounding to be caught by the wheels and
thrown aside, in conjunction with the "rockets"
from the chimney, formed an imposing sight. This
locomotive was afterwards used as a stationary
pumping engine at the building of a bridge over
the River Tyne, near Riding Mill station, and
when that work was complete it was put on the
rails again for another period of duty as a loco-
motive. Finally it was re-purchased by the
builders, Messrs. Hawthorn, and used by them
in their factory at Newcastle as a stationary
engine.
FoDR-couP!,ED Locomotive Xo. 2 " Comkt," Newcastle & Carlisle Ey.
Locomotive No. " Meteor," was built by
3,
Bury of Liverpool, and had four-coupled wheels.
It was of the usual "Bury" type, with bar framing
and high firebox top, weighed 12 tons, and had
a boiler pressure of 55 lbs. per sq. in. The two
eccentrics were placed on the leading axle and
the rods went through a space provided at the
bottom of the smokebox and were connected to a
weigh-bar shaft between the buffer beam and the
cylinders. If by any accident it became necessary
to take off the side rods, the slide valves had to be
worked by hand by means of the two gear handles
at the side. From this it can be gathered No. 3
was a "convenient" and "handy" locomotive,
the manipulation of which would have puzzled a
Philadelphia lawyer. After this time locomotive
designs began to improve, though engines were
still being constructed with only four wheels.
September isih, iqo6
Some were provided with an additional pair of
wheels under the footplate, notably, No. 4
"Hercules," No. 5 "Samson,"*and No. 8 "Tyne";
No. 9 " Eden " differed in having a pair of
small wheels placed at the leading end No. 6 ;
" Goliath," and No. 7 "Atlas" were six-coupled
engines with piston rods underneath the leading
axles.
I think that it was in the year 1850 that the
Stephenson link motion was introduced on this
railway and I well remember the gratification
expressed by the drivers as the different engines
were fitted with it in turn there was buch ;
simplicity and economy in working in comparison
to the old gab-ended eccentric rods with motion
always running in " full gear."
When the line was opened through to Carlisle
my father was sent to the halfway station. Hay-
don Bridge, with the " Rapid " engine, and as
there was no telegraph his business was to always
have steam up ready to take the engine out to
look after any train that happened to be very late ;
frequently men would come in after miles on
horseback to seek the " pilot." My eldest brother
William became father's fireman when about 14
years old he soon became an adept in working
;
the handles of the engine and when there was any
shunting to be done father very wisely stood to
one side and allowed William to handle the
regulator. They had to clean, light up, and keep
the engine in good order, and father being handy
with his tools used to take the " Rapid " to pieces
himself at Haydon Bridge when repairs were
needed the wheels went to Newcastle when
;
required to be re-turned. When this work was
in hand, engine No. 12 "Carlisle," Robert Dent
driver, did the service cf the " Rapid."
There were no guards at this time for goods or
coal trains, and it was the fireman's duty to fix a
long pole or wisp of straw on the last vehicle of
a train in the day time, and at night a large lamp
or firebucket. The driver or fireman carried the
invoices. At 10 p.m. trains were supposed to
cease running and the gatemen at the level
crossings closed the gates at that hour acro=;s the
track and retired to their dwellings the drivers ;
of any belated trains desiring to pass after this
time had to stop, get down and open the gates
for themselves this procedure, needless to say,
;
often meant a very bad time for the gates.
The passenger guards were resplendent in
scarlet uniform coats, drab trousers and cream
coloured hats their duties were to travel on the
;
steps of the carriages when in motion and collect
tickets when not so employed they rode on the
;
top of the last carriage to keep a good lookout
and apply a hand brake when required. The
* A photograph of the " Tyne " in an altered state was repro-
duced "Locomotive Magazine," page 132, Volume VII.
in the
September isth, 1906. The Locomotive Magazine. 161

carriages had
seats on the top to accommodate two persons,
but manypassengers had to ride in open wagons with
temporary seats placed in them. The first class carriages
.

were painted yellow, picked out with black, and the second
class were white picked out with green. The luggage
vans and horse boxes were painted green.
fTo be continued.)

NEW ROLLING STOCK, G.N.R.

Two vestibuled corridor trains of an entirely new design
were turned out from the Doncaster carriage shops last
month. Each train, composed of four coaches, is arranged
as follows Third class, luggage and brake, with five private
:

compartments, third class open saloon seating 42 persons^

composite dining car seating 18 third class and 12 first
class passengers, with kitchen in centre, first class luggage
and brake having four private compartments. The dining
car has six-wheeled bogies, the other cars four-wheeled
only. The cars have the high elliptical roof, which has
superseded the " clerestory," such a feature of G. N. stock
for the past ten years. All the cars are of full width, so
much so, thatthe guard's observation windows in the brakes
are unusually narrow, the electric side lamps on the same
being only about 2 -in. in diameter. The interiors of the
cars are different in many respects from the standard G. N.
design, particularly the first class dining car, the windows of
which have green side curtains as well as blinds. The trains
are lighted throughout with electricity, and the first class
dining saloons have a unique arrangement of horizontal
lamps concealed along the cornice, the cars being lighted by
reflected light from the ceiling, table lamps being also used.
A striking novelty in the outside finish of these trains is
the large letters and figures along the sides, giving the
name of the railway in full, " Great Northern." The doors
have the class designated thus, "ist" and "3rd." The
latter is quite an innovation on G. N. main line stock.
The trains run on the London-Sheffield and Manchester
service.

—
Midland Ry. New coaches just turned out have the
class designation painted in large figures on the doors, and
the word "Midland" in " decorated " block letters on a
small black facia board over the centre windows.

Hull & Barnsley Ry.— Messrs. R. Y. Pickering & Co.,

Ltd., have in hand twelve bogie brake carriages, to befitted
with steam heat apparatus, vacuum automatic brake gear,
Pintsch's gas lighting and torpedo ventilators. These
carriages will measure 50-ft. long by 8-ft. 9-in. wide, by
i2-ft. 6-in. high from rail level. The wheels will be 3-ft.
6f-in. diameter, the bogie wheelbase being 8-ft., and the
distance between bogie centres 35-ft. Messrs. C. Roberts
& Co., Ltd., have received an order for ten 20-tons goods
brake vans for the same railway.

Mr. George J. Kobusch, President of the St. Louis Car

Co. and other American concerns, is at present in this
country on a pleasure trip, with his wife. This is his first
visit to Europe.
 —— — :

l62 The Locomotive Magazine* September 15th, 1906.

goppesponden^e.
Letters containing practical queries for this column are invited, and will he dealt with in rotation. The name and address
of the sender should be enclosed, not necessarily for publication, but as a guarantee of good faith.

Old Locomotives on the Western Railway of

France.
ANSWERS TO CORRESPONDENTS.
To the Editor of" The Locomotive Magaiine?' " Great Central." —
The following ten-wheel tank
Dear Sir, — On page 117 of July issue, with reference engines have been stationed at Neasden for workingthe :

to Waterford & Tramore engine No. 4, you state " for Marylebone to Chesham and Aylesbury trains, Nos. 10,
tlie Liverpool and Manchester Railway." I am not 29, 14 and 115; and for the High Wycombe-Calvert
1

aware of this engine running on the L. & M. Perhaps service via the new line, Nos. 47, 178, 191, 310, 359
you intended to say built by Bury, of Liverpool. and 453. Two of these engines and a tender engine
On page 118 you illustrate an old French engine. (No. 105) work through to Woodford by this route.
The French directors at the time, by invitation through No. 28, ten-wheel tank, and No i rail motor work on
Mr. Locke, paid a visit to Crewe. They inspected Mr. the Aylesbury and Verney Junction service, and are
Alexander Allan's designs of 6-ft. single and 5-ft. stationed at Aylesbury. To relieve No. 3 rail motor
coupled engines, and they decided to have the same on the Marylebone, Wembley and South Harrow sub-
type for their line. They applied to the Grand Junction urban service, No. 162, a very small four-wheels coupled
Company to allow Mr. Allan to supply drawings and double-framed tank engine, is kept at Neasden.
dimensions. This was granted. Mr. Allan supplied
the drawings, etc., and the Grand Junction Company
Subscriber. —
The leading dimensions of Mr. Wain-
wright's new bogie express engines, illustrated in our
allowed him to be paid by the French Company. When February issue, are as follows cylinders ig^-in. by :

new, the engines had tenders, each running on four 26-in. diameter of bogie wheels 3-ft. 6-in., and of
;

wheels. coupled wheels 6-ft. 6-in. wheelbase bogie 6-ft. 3-in.,

; :

For the information of the Chicago Exhibition bogie centre to driving wheel centre lo-ft. 10- in.,
authorities, in 1892, I had to inspect the drawings and coupled wheel centres 9-ft. 6-in., total 23-ft. s^-in. j
correspondence. The drawings were marked boiler u-ft. i-in. long by 4-ft. 9-in. diameter, height of
" Alexander Allan's design," and signed by him. The centre above rails 8-ft. 266 tubes i|-in. diameter:
;

payment to Mr. Allan was " for use of his designs." length of firebox casing 7-ft. heating surface firebox ;
:

These few facts will show that the engines were not 136 sq. ft., tubes 1,396 sq. ft., total 1,532 sq. ft. grate
—
designed by Mr. Buddicom. Yours faithfully, area 21.15 sq. ft.; boiler pressure 180 lbs. per sq. in.
;

Clement E. Stretton.
Leicester, July 18th, 1906. Trade Catalogues received —
The engine No. 4 was
said to have been originally
Wallach Bros., Gracechurch Street, London, E.G.
57,
built for the Liverpool and Manchester Ry., but there
is no evidence to show that it ever ran on that line, as
— Blue of appliances.
list safety

almost immediately after completion it appears to have J.T. Reade & Son, Donegall Square North, Bel-
4,

been converted to the 5 -ft. 3-in. gauge for use by the — Reade's patent cigar ash tray use in railway
fast. for

contractor engaged on the construction of the Water- carriages and other vehicles.

ford & Tramore Ry. This is stated in the article in

Vol. V. referred to in our July issue. Ed. L.M. —
The locomotive MAGAZINE.
No. 169. :
Sept, 15th, 1906.
Trailing Bogie Tank Engines, G.S. & W.R. PUBLI3HKD BY THE

To LOCOMOTIVE PUBLISHING COMPANY, Limited,

the Editor of" The Locomotive Magazine.''''
3, Amen Corner, Paternoster Row, London, E.G.
Sir, —
Is not your contributor under a misapprehen- Telegrams : Locomotive Magazine, LondoH. Telephone Mo. 3628 CentraK
New York—The Derry-Collard Company, 256-7, Broadway.
sion as to the first of the above engines having been
,, The Angus Sinclair Company, 136, Liberty Street.
completed in 1883 I do not know the exact date
.-^
Ch. Beranger, 15. Rue^de Saints Peres.
Paris
Geneva Georg et Cie, Rue Corraterie.
when the class came out, but a drawing of a trailing —
Antwerp 0. Forst. 69, Place de Meir.
bogie tank engine, to all intents and purposes identical Amsterdam Jacs. G. Robbers, 64, Nieuwe Zijds, Voorburgwal.
with the one illustrated in your August issue, was pub-
—
Bombay D. B. Taraporetala, Sons & Co.
—
Tokyo R. Kinoshita, 17, Unemkcho, Kyobashiku.
lished in the Proceedings of the Institution of Civil Subscriptions, Ordinary Edition, 3s. per annum, post free,
j

Engineers, session 1876-77. Further, an engraving of all parts of tne world j Art Paper Edition, 4s. per innum, post free.

No. 35, an engine of apparently the same class, appeared
in the Engineer some time in September, 1879. The
engine which you show has a new chimney, but there
can be no doubt I think that it is one of those designed
All corr municahons regarding the PuhUshina and Advertisements to b»
Addressed Th" Manager, and corresvondenee relating to Contributions, etc.,
to the Editor at 3, Amen Corner. Paternoster Mov, London, JE.C.
Mates for Advertisements ran he obtained on application.
Cheques. M'mey Orders, etc., should be mide payable to the LocoMOim

over 30 years ago by Mr. Alex. McDonnell. Yours — Publishing Co., Ltd., and crossed " London City <f- Midland Sank."
This Magazine can be obtained through Newsagents and Bookstalls thnrngh-
out the World.
faithfully, F. W. Brewer.
Particulars of Back Numbers sent on applieatioti.
August 1 8th, 1906. Complete Lists of Railway Books and Photographs post free.
 :
irOgomoTiQe (pflGflzine
Yol. XII. OCTOBER
RAILWAY^OTES.
London & South Western Ry. — Herewith
is shown the latest type of front-coupled bogie
passenger tank locomotive built to Mr. Dugald
Drummond's design, which has the following
leading dimensions cylinders i8^-in. by 26-in.,
: ning plate, and have hand-operated water scoops.
diameter of coupled wheels 5-ft 7-in., and of
bogie wheels 3-ft. 7-in. total wheelbase 23-ft.
; has recently been enclosed above the running
7-in. boiler pressure 150 lbs. per sq. in.
; boiler ; plate with a coach body, and is provided with
Front-coupled Bogie Suburban Tank Locomotive No.
tubes 216 of i|-in. diameter; heating surface
firebox 123-9 sq. ft., tubes 1,067-8 sq. ft., total
1,191-7 sq. ft. grate area 20-36 sq. ft. the tanks
; ;
have a capacity for 1,300 gallons, and are pro-
vided with a feed water heater consisting of 40
tubes ii-ft. 3j-in. long and 2-in. in diameter,
giving a heating area of 234 sq. ft. the fuel space
;
is 90 cubic ft., and the engine weighs 54 tons 13
cwt. in working order.
South Eastern & Chatham Ry. — The
following are new four wheels coupled bogie
express engines Nos. 470, 509, 545, 549 and 577,
:
similar to standard, but with round-topped fire-
boxes, four windows to the cabs, and new tenders
holding 3,450 gallons of water.
Nos. 305-6, 308-9 are new front-coupled bogie
tank engines.
15th, 1906. No. 170.
Great Western Ry. Nos. 2222-5, t^n- —
wheeled tanks of the type illustrated in our issue
of April last, are now out. They differ from No.
2221 in having the number plates on the bunker
side, and " Great Western " in yellow on the
tanks. They are painted black below the run-
No. 2120, a Wolverhampton-built tank engine,
59, London & South Vkstern Ry.
fittings to allow it to work between two trailer
cars. The tank has been replaced by another of
different pattern, and the boiler pressure is in-
creased to 165 lbs. per sq. in.
Great Central Ry.— Following are new
engines recently put in service No. 363, Atlan- :
tic type, which is the .eighth of this class built at
Gorton two new three-cylinder compounds,
;
similar to No. 258 are also in hand Nos. 1 105-6
;
are two new six-coupled bogie fish engines with
5-ft. 6-in. wheels, recently delivered by Messrs.
Beyer, Peacock & Co., Ltd. They are fitted with
wet sanding to the leading coupled wheels and
dry sanding to the drivers, and are provided with
the quick-acting vacuum brake they are painted
;
black. No. 11 19, the last of the five six-coupled
goods engines built by the Yorkshire Engine

The Locomotive Magazine*
Co., Ltd., hasbeen delivered. No. 60 is the first
of a new type of six-coupled outside cylinder side
tank shunting engine, fitted with condensing
apparatus and combined vacuum and steam
brake, built at Gorton.
London, Brighton & South Coast Ry.
tribute to this former locomotive
railway's
superintendents has been paid by re-naming two
locomotives, No. 18 ^, formerly "Carew D.Gilbert,"
now bearing the name " Stroudley," and No. 66,
until recently " Balmoral," now being named
"Billinton." The illustration below shows
No. 184 as now running. Full particulars of
both these types of engines, and of all others
built by Messrs. W. Stroudley and R. J. Billin-
ton will be found in " The Locomotives of the
London, Brighton & South Coast Ry.," copies of
which may still be obtained at the office of this
Magazine.
FRONT-c uurLKl) Kxl'RP.SS I'AS^KNGhR Loci
A new condensing tank locomotive of the 4-4-2
type, to be known as I class, similar in appear-
ance to the G. N. R. suburban tanks of that type,
has recently been built at Brighton to the designs
of Mr. D. E. Marsh, the locomotive superintend-
ent. bears No. 595, and has the following
It
leading dimensions cylinders lyj-in. by 26-in.,
;
diameter of bogie wheels 3 ft. 6-in., of coupled
wheels 5-ft. 6-in., and of trailing radial wheels
4-ft. diameter of boiler barrel 4-ft. 3-in. It is
;
provided with Ramsbottom safety valves and
pumps for the boiler feed.
London & North Western Ry. —The follow-
ingnew passenger tank engines 4-4-2 type are
now at work: Nos. 97, iii, 181,528,531, 616,
784, 803, 1295, 1305, 1981-1985. These engines
are all stationed in the Manchester district Nos.
181, 1 98 1, 1985 at Longsight, and the remainder
at Buxton.
A further ten new express engines
A
October 15th, 1906.
" Experiment" type are in course of construction
at Crewe.
A
new type of mixed traffic engine is contem-
plated, having six-coupled wheels and a leading
bogie. In general appearance it will be similar
to the " 1400 " type.
—
Lancashire & Yorkshire Ry. —Five new
four-coupled radial tank locomotives have been
turned out from Horwich Works, Nos. 260, 813,
814, 821 and 823. The first four of a new series
of six-coupled goods engines have also been
turned out, Nos. 41, 55, 115 and 123.
No. 1452, an eight wheels coupled mineral
engine, has been converted to a compound with
four cylinders. At present it is employed on fast
goods trains between Aintree and Goole, and is
reported to be working very satisfactorily.
Some new four wheels coupled outside cylinder
saddle tank locomotives adapted for use as rail
)\V UI-NAMin " S rRi>l LiLKV, London, Bhighton & South Coast IIy.
motor engines, have been put in hand, and will
shortly be ready for service. They are numbered
3, 4, 5 and 6.
North Eastern Ry. —The new high level
bridge over the river between Newcastle-on-Tyne
and Gateshead, which was formally opened and
christened King Edward's Bridge by the King
during his visit in July last, was actually opened
for traffic on the ist inst. after completion of the
necessary alterations and approaches at the west
side of the Newcastle Central station, the first
train running over the new route being the 9.30
a.m. express from Newcastle to York, and thence
over the G. C. and G. W. lines. There was no
special ceremony. At present only express traffic
will use the new bridge, the diversion of existing
— local service not taking place until the new year.
The approaches to the bridge and. to the Central
station are protected by an installation of theWest-
of the inghouse electro-pneumatic signalling system.
 —

THE LOCOMOTIVES OF THE GREAT dimensions from their predecessors, it will be

EASTERN RAILWAY.
{Continued from page
The last class of locomotive designed by
Mr. Gooch for the E.C.R. was a single wheel
express type having outside cylinders and a
single pair of leading and trailing wheels with
outside bearings. As originally built they had
domeless boilers with raised fireboxes and are
thus illustrated in Fig. 95. The cylinders were
1
5 -in. diameter with a stroke of 2 2 -in. and were
placed at an inclination of i in 18 with their
centres 5 -ft. 11 -in apart. The diameter of the
driving wheels was 6-ft. 6-in., and of the leading
and trailing 3-ft. 8-in. The wheelbase was 14-ft.,
from leading to driving centres being 6-ft. g-in.,
and from driving to trailing 7-ft. 3-in. The
overhang at the leading end was 5-ft. i-in., and
at the trailing end 2-ft. i-in. The boiler was
lap-jointed and carried a pressure of 1 20 lbs. per
sq. in. ; it was lo-ft. 6-in.
external diameter of 3-ft. 7|-in., the height of its
centre line from the rails being 5-ft. yf-in.
There were 164 tubes of i|-in. outside diameter.
more convenient to defer a description of them
until dealing with the engines of Mr. Gooch's
-jb.)
successor.
In August, 1856, Mr. Gooch resigned, 48
engines having been built for the E.C.R. during
his tenure of office in addition to those which
had been taken over from other companies. Of
these engines 27 were built at the Company's
works at Stratford.
{To be continued.)
THE GRANTHAM DISASTER.
The terrible mishap which befell the 8.45 p.m.
ex King's Cross on Wednesday, the 19th ulto.,
at Grantham has been copiously dealt with by
our daily and weekly contemporaries, and we
can add nothing to the details of this more than
regrettable accident. Although many incidents
long and had an doubtless conduced to the actual destruction of
the train, the primary cause was the failure to
stop, as scheduled, at the Grantham platform, and
it is possible the exact reason for this omission

The firebox shell was 4-ft. 2-in. long and 3-ft. will never be definitely ascertained, seeing that
I I-in. wide outside, whilst the inside firebox was the chief actors in the tragedy are dead. Theories
3-ft. 7-in. long and 3-ft. 5^-in. wide. The frames innumerable have been adduced, some ridiculous
were of wrought iron placed 4-ft. o^-in. apart, and many of them unpractical, the lack of technical
the inside frames being of |-in. plates and the knowledge on railway working exhibited in some
outside |-in. The diameter of the blast pipe leading journals being remarkable. To one used
was 5-in. These engines were known as Class to the footplate it is difficult to imagine that
" C " and were constructed at the Canada Works, the brakes were applied throughout the train,
Birkenhead, the following being a list ot their even as it passed through the station if they
;

numbers, dates, etc. : had been, the speed would have been reduced
Enpinfc Xo. Makers' Xo. Date Xew. Date Serapped. sufficiently for the points to have been safely
274 42 Dec, 1855 Jan., 187.S
negotiated, seeing that there are 250 yards
275 43 July, 1856 between the end of the platform and the spot
276 44 Oct., 1875
277 Aug., 1856
.

July, 1878
where the engine was derailed. With the regu-
45
278 46 Sept., 1856 July, 1875 lator open and rails slippery or the wheels
279 47 Sept., 1874 skidded, the retardation even then must have
Six engines of this class were also put in been sufficient to reduce the speed.
hand at Stratford Works, but as these were not If the brakes were not applied, then it seems
completed until after Mr. Sinclair had assumed they were not in working order. The suggestion
control and differed slightly in detail and that the brak^; pipe may not have been coupled
 ; .
i66 The Locomotive Magazine,
up at Peterborough when the engine was
attached is dismissed with little consideration on
the ground that the train could not have been
moved unless some evil disposed person had with
criminal intent "leaked off" the brakes whilst
the train stood in the station. We
would point
out that leaking off is not necessarily performed
with criminal intent. It is a fairly common pro-
cedure, often necessary if time is to be kept, for
the following reason. The vacuum ejectors of
the different engines vary very considerably in
creative power, and should a train arrive at an
engine-changing station with a locomotive having
a good ejector making 22-24-in. of vacuum, that
train cannot be moved by an engine provided
with an ejector only capable of maintaining 1 8-20
consequently the brakes have to be " leaked off,"
and we can quite understand that this proceeding
might be undertaken, to save time, before the
fresh engine was attached. Then if no connection
i'OUR ^VllEKLS CoUPLKD Pas;SENGEH LOCOMOTIVE No.
of the pipes was made, nothing would denote to
the driver that he had not been coupled up. With
four minutes' stop to change engines, all the rules
and regulations for testing the brakes from the
rear van are rarely carried out to the letter.
The condition of the valves in the vans
spoken of by the guards, " no vacuum," and the
speed of the train through the station both point
to the brakes on the train not being in operation,
whilst the sparks from the wheels noticed by one
observer, and the skidding spoken of by another,
may refer to the engine and tender only, as the
brakes would be serviceable and operating there.
All, however, at present is surmise, and the
report of the Board of Trade inspector will be
awaited with interest.
The engine which hauled this ill-fated train
was No. 276, one of the large-boilered "Atlantic"
type, built in 1904.
October islh, jqo6.
THE "80O" CLASS, MIDLAND RY
AVE illustrate this month one of the Midland
" 800 " class of express engines, a class which has
become justly celebrated for the excellent work
which they have always performed, the hardest
and fastest main line work on the Midland having
been for many years allotted to them.
They were originally designed by the late Mr.
Matthew Kirtley, and the whole of the 48 engines
of the class were built in 1870-1 871. Of these 30
engines, Nos. 800 to 829 were built in 1870 by
Messrs. Neilson & Co., of Glasgow. Twelve
—
engines Nos. 60 to 66, 165 to 169 were built —
in the same year at the Midland works at Derby,
and the remaining six engines, Nos. 3, 22, 23, 93,
138 and 139, also at Derby in 1871.
The dimensions as originally built were as
follows: cylinders 17-in. diameter by 24-in. stroke,
diameter of coupled wheels 6-ft. 8^-in., diameter
t>13, AS ORIOINALLV liVILT, MlULAND llY.
of leading wheels 4-ft. 2 -in. wheelbase leading ; :
to driving 8-ft., driving to trailing 8 -ft. 6-in. the ;
boiler barrel was 11 -ft. long by 4-ft. 2 -in. diame-
ter, and contained 167 2 -in. tubes, giving a
heating surface of 993 sq. ft., to which must be
added 104 sq. ft. of firebox heating surface total :
heating surface 1,097 sq. ft. the grate area was ;
1 7 sq. ft. The weight in working order varied
from 35^- to 36 tons.
There were a few differences in the engines
which are of interest. The 30 Neilson engines,
and also the six built at Derby in 1871, had bush
ends to the coupling rods, whereas the 1 2 Derby
engines of 1870 had the old form of brasses with
cotters. There were three distinct forms of
reversing gear the Derby-built engines all had
:
reversing levers with notched quadrants the first ;
ten of the Neilson engines had screw reversing
gear with a vertical shaft very similar in
 October 15th, 1906. The Locomotive Magazine,
appearance to a brake handle. The other 20,
Nos. 810 to 829, had horizontal screw gear.
In external appearance the Neilson engines were
handsomer in having brass beading for the
driving splashers, whilst the 18 Derby built
engines had black beading. The vertical shaft
and horizontal wheel used for reversing Nos, 800
to 8og was not a good arrangement, and a very-
serious accident was directly due to it. This
occurred near Kibworth in the early 'eighties.
An express from Leicester to London drawn by
No. 809 was stopped, and in error the driver
reversed his engine. Being foggy, it was difficult
to see clearly whether the engine was going ahead
or back, and the driver, who had not previously
worked one of this particular lot of engines, started
his train so that it moved backwards In the dark-
. new boilers having 160 lb. pressure, and much
FOUR-WHEKLS CoUPLED PASSENGER LOCOMOTIVE NO.
ness this was unobserved until tod late to prevent
a collision with another train standing on the
same line of rails. During the early period of
their existence Nos. 800 to 811 worked between
Leicester and London, 812 to 819 were at Leeds,
820 to 829 at Bristol, 60 to 66, 165 to 169 at
Leicester, and the six engines of 87 1 in the north
1 ance of the " Belpaire " bogie engines they were
at Carnforth and Skipton.
When the Settle and Carlisle section was
opened and the increased weight of the Scotch
expresses necessitated greater engine power, Mr.
S. W. Johnson began to rebuild these engines
with larger cylinders and boilers. Nos. 801, 806,
809 and 810 were rebuilt in 1875, and Nos. 802,
808, 817, 22, 60, 138, 139 and 165 in 1876.
new cylinders were i8-in. in diameter, the stroke
remaining 24-in. as before. The new boilers had
223 ij-in. tubes, and the total heating surface
was 1,225 sq. ft., of which the tubes furnished
1,115 sq. ft. The grate area was increased to
17^ sq. ft., but the pressure remained 140 lb. as
167
before. The above engines and also Nos. 803
and 815, rebuilt in 1880, retained the old open
splashers for many years, but all subsequent
rebuilds were turned out with closed splashers.
A
further increase of power was made in the
case of No. 169 (rebuilt 1876) and the following
ten engines in 1877: Nos. 800, 804,805, 807,811,
813, 814, 816, 818 and 819, in that the cylinders
were increased to 8-in. by 26-in. but the practice
1 ;
of lengthening the stroke was then discontinued
on the grounds of expense. Of the remainder of
the engines, Nos. 820 to 829 were rebuilt in 1880,
except 824 and 826 which came out in 188 1, and
all the others were rebuilt in 1882.
In 1889 a further increase in power was made
in the case of Nos. 8 and 8 7, which received
1 1
1
808, AS REBUILT, MIDLAND RY.
more recently in 1904, a tew more of the class
have been reboilered with a similar pressure.
During the last few months Nos. 3, 801 A and
807A have been broken up, but all the others are
still at work. The work which these engines
have done is phenomenal, and up to the appear-
often to be found on the best and heaviest of the
Midland express trains. In 1 899 the writer timed
No. 828 at 8 -8 miles an hour maximum speedj^
1
and in the following year No. 821 ran from
Leicester to St. Pancras in 110 minutes with a
Scotch express weighing 210 tons. With
loads up to 230 tons there are few engines now
The running that can beat them, especially at uphill
work. Another performance worthy of mention
by one of the class was the running of one of the
Scotch trains from Carlisle to passing Ais Gill
box, 483: miles, in 59 minutes, nearly all of which
is uphill, including a fine stretch of 1 1 miles of
I in 100. The train weighed 180 to 190 tons.
 i68 The Locomotive Magazine, October 15th, 1906.

FouK-WHKELs CouPLKD Passengi k Loc omotitk No. 1.5 tXo. 2 Class), Ottoman (Atuix) Ry.

LOCOMOTIVES OF THE OTTOMAN Smyrna-Aidin-Diner Ry., a line ot standard

fAlDlNJ RY. (4-ft.8^-in.) gauge having a total mileage of
.-^tr^jDrtkA^ 321, and possessing 52 locomotives, 131 carriages
By the courtesy of a correspondent we are able and 1,155 goods wagons. The small passenger
to show in the accompanying illustrations three engine No. 15 was built by Messrs. Sharp, Stewart
types of locomotives built for the Ottoman, & Co., Ltd., and has cylinders i6-in. in diameter

Six-wheels Coui'lel Goods Locomotive No. -11 iNo. 4 C'la,s.s), Ottoman ,Aidin) Ky

October 15th, 1906. The Locomotive Magazine.
FouR-WBKjLs CourLXD BoGiE Passknof.r L
by 2 2- in. and coupled wheels 4-ft. 6-in. in
stroke,
diameter. has a total heating surface of 764
It
sq. ft. The six-coupled goods locomotive No. 41
was also built by Messrs. Sharp, Stewart & Co.,
Ltd., and has cylinders i8-in. by 24-in., and six-
coupled wheels 4-ft. 6^-in. in diameter the total ;
heating surface is 1,119 sq. ft. The third type,
illustrated by No. 51, has cylinders 17^-in. in
diameter by 24-in. stroke, and coupled wheels
6-ft. i^-in. in diameter, with a total heating
surface of 1,067 sq. ft. it was built by Messrs.
; quantities of steam for each beat, it will, by
Neilson, Reid & Co., Ltd. It will be noticed
that these engines are provided with light cow-
catchers, and that the tender of the small passen-
ger locomotive is four-wheeled.
Advancement of Apprentice^.— ^lessrs. Andrew
Barclay, Sons and Co., Ltd., have forwarded a
book containing
a little details of the scheme introduced
at the Caledonian Works, Kilmarnock, N.B., with
a view to encouraging their apprentices towards self-
improvement. For this purpose, prizes are offered
under two distinct heads Section I.
: —
A, for general
: stands the reason, and, as mentioned above,
care and attention to class work, and B, for merit
throughout the session and result at examinations
Section II :
—
For good time-keeping, conduct and
ability in daily work. The first of these sections was
established in March, 1903, and the second in
December, 1905. There can be no doubt that the
introduction of such incentives to study and to a pains-
taking performance of ordinary routine work should
have an excellent efiect in bringing out the best
(jualities of apprentices, and we should be glad to see
somi; such scheme in operation in all the leading
engineering works of the United Kingdom.
;
169
( (1 J 1 JIM I o. j (No. 0 Class), Ottoman (Aidi>) Hy.
SLIDE VALVE SETTING.
Oneof the most important operations that an
erector is called upon to carry out on a loco-
motive is the " setting " of the motion and valve
gear. It is the accuracy with which this work
has been done on which so much of the efficiency
of an engine depends. If the valves are not set
" squarely" the engine will beat out of truth, and
owing to it receiving and exhausting unequal
working against itself, set up internal friction
or resistance, and as a consequence consume
more fuel for its equivalent of useful work.
An engine which has the valve gear well
designed and truly set will give clear beats,
following each other at regular intervals, whilst
copy of
one with badly set or worn valves will beat
"lamely" and have one or more heavy beats
followed by others of less intensity. This lame-
ness has an irritating effect on one who under-
seriously detracts from the efficiency of the
engine.
The necessary operations in setting valves, as
well as a method of carrying them out, will be
described, and as a word or two about the
cylinders and valves will make some of the points
clear to those who do not actually have to do the
work, as well as, possibly, add to the knowledge
of those who do, or who may have to do it in the
future, a short description of the type of engine
that will be specially dealt with will be given.
 The Locomotvue Magazine,
Most of the operations, however, with minor
modifications for the particular type of engine
dealt with apply to almost all steam engines of
the reciprocating type.
The type selected for special consideration is
the ordinary two-cylindered high pressure loco-
motive with " Stephenson " link reversing gear,
this being practically a standard throughout the
world. The gear has two eccentrics for each
cylinder, one being set in such a position on the
axle that it will cause the engine to move forward
and the other for moving backwards. These two
eccentrics are coupled to the top and bottom
respectively of a slot link, and either eccentric at
will can be made to control the travel of the slide
valve, and so cause the engine to receive steam
for moving forward or backward. The link has
a block fitting in the slot, and as this block is in
direct connection with the valve spindle, the
valve itself is moved to exactly the same extent
as the block, if the latter is in " full gear " or at
its extreme travel.
Any intermediate position between the extreme
limits will give a correspondingly less definite
effect on the valve and cause the points of" cut off,"
etc., totake place earlier in the stroke. When
the slot link is in the middle position, so that
both eccentrics have an equal effect on the move-
ments of the valve, the engine is said to be " out
of gear " or in mid gear."
There is, as a rule, a position in which most of
the work of an engine is done, and this is called
the running position." It will vary according to
the class of engine and the work upon which it is
engaged, but as an average may be said to be at
30 per cent, of the stroke of the piston. In goods
engines it will probably be more than this, and in
express engines less, but for valve setting pur-
poses this will be the position in which the
eccentric rods are to be set.
The cylinders are provided with pistons, which
travel from end to end and are coupled by the
piston rods, crossheads and connecting rods to the
cranks, which convert the reciprocating move-
ment of the pistons to rotary at the crank axle
for transmission to the wheels.
It is required to find four positions of the pistons
in each of the cylinders exactly. These are the
extreme limits of travel in the cylinders when
not coupled up, and the extreme stroke when
coupled up to the crank. These two positions
must be located and marked for each end of each
cylinder the distance between each of the two
; For the work of setting the valves it is assumed
marks respectively is the piston clearance for
that end of the cylinder.
The steam is admitted to the cylinders through
ports from the steam chest. The *' port face " is
a flat surface in the steam chest where the com-
municating passages commence. There are three
ports for each cylinder, two leading to the ends
October 15th, 1906,
of the cylinder — viz., one to each end, and the
third,midway between them, leads to the blast
pipe. The former ports are called " front " and
"back" steam ports and the latter the "exhaust"
port.
The slide valve moving over the "port face"
alternately admits steam by one port into the
cylinders at one end and, by means of the other,
exhausts from the opposite end, this being
done by putting the steam port into communi-
cation with the exhaust by way of the cavity of
the valve.
The setting of the valves consists in adjusting
the valve gear so that the operation of opening
the ports to steam and exhaust respectively shall
take place when the piston is in certain definite
positions in the cylinders.
The " lap " of a valve is the amount that the
valve projects beyond the outside edges of the
steam ports when the valve is in its mid position.
Fig I
Marks to sbow Extreme Limits
Ftg 2
of Travkl of the
V
Piston in the Cylinder.
" Lead " is the amount that the port is open to
admit steam to the cylinder when the piston is
at the end of its stroke. " Lap " depends upon
the size of the valve, and can only be varied by
altering the size of the valve, whilst "lead"
depends upon the position that the eccentric
occupies on the axle, and can only be varied by
moving the eccentric round on the axle. In-
creasing the angle between the centre line of the
eccentric and the centre line of the crank will
give a larger lead, and decreasing it will lessen
the lead. This angle is called the angular
advance, or sometimes the angle of advance of
the eccentric.
that the fitting up of the various parts has been
done, so that they can be assembled and put
together and taken apart again as required.
Some marks will have to be made on various
parts to work from, and the piston and cross-
head may be taken first and the travel points
obtained as mentioned above. The piston is put
 October isth, 1906. The Locomotive Magazine* 171

in and the crosshead coupled to the rod-end and is to have a long piece of straight road
setting
cottered up firmly in its proper place. The front and move the engine up and down upon it. The
cylinder cover is put on and held by six or eight first method, however, is as a rule the handiest. <

nuts only, and the crosshead drawn out until the Two trammels are next brought into use, in
piston strikes the back ot the cylinder as at order to enable the exact dead centres to be ascer-
Fig. I. Now take a set square, and by it scribe tained. As the crosshead approaches the end ot
a line partly on the crosshead and partly on the its stroke. Fig. 3, the wheels are stopped, and a
slidebar as at a, putting some centre pop marks pop mark made on the slide bar, from which an
upon it so that it may not be lost. arc is scribed on the crosshead at d. At the
Next push the crosshead forward until the same time, from a pop mark (e) on the frame, or
piston strikes the front cylinder cover as in Fig. 2 other convenient fixed point on the engine, an
and make a similar mark at the front end of the arc (/) is marked on the tyre of the wheel. With
a pair of male calipers a
line {g) is drawn parallel
with the rim of the wheel,
and at the intersection of /
and g a pop is made.
The wheels being revolved
in the same direction, the
crosshead continues to move,
stop and return. When it has
moved until the crosshead
trammel exactly touches the
line [d) it is stopped and
another mark made as on
Fig. 4 at //, cutting [g]
where another pop-mark is
made. The distance be-
tween f and h is divided,
and a pop made at / and
a ring of chalk put round
it to render it easily visible,
as this is the point that
is required for finding the
lead.
{To be conlimied.)

Midland Ry. Northern

Counties Committee. Mr. —
B. Malcolm will combine
the offices of chief engineer
and locomotive superin-
tendent of the M.R.N.C.C.,
Fig. 4 Mr. Wise having vacated
the position of chief engi-
neer owing to ill-health.
Method of ascertatnikg the Exact Dead-centre of ihe Ceank.

slide block of the crosshead to that at the other
end. These marks show the extreme limit of
travel of the piston.
The connecting rods can now be coupled up
and the wheels revolved, in order that the travel of
the crosshead and piston may be ascertained.
For the purpose of revolving the wheels it is
usual to have a pair of rollers actuated by a hand
ratchet arrangement, upon which the flanges of
the driving wheels rest the wheels can be moved
;
by this means without advancing the engine
along the rails. An alternative method for valve
A Technological and Scientific Dictionary. —
We have received Part XIV. (and last) of this work,
which, in addition to dealing with terms ranging from
"Warehouse" to "Zymase," contain an appendix,
corrigenda, etc. The complete volume contains 875
pages, treating a thoroughly representative collection
of subjects in a clear and fairly comprehensive manner.
We think that the editors, Mr. G. F. Goodchild and
Mr. C. F. Tweney, and the publishers, Messrs. George
Newnes, Ltd., are to be congratulated on the
production, within a comparatively limited compass, of
so useful a reference book for all engaged in technical
and scientific pursuits.
 172 The Locomotive Magazine*
MORE RAILWAY REMINISCENCES.
{Concluded from page 161.)
In connection with the old Newcastle and
Carlisle Ry. ticket here reproduced in facsimile,
it may be interesting to mention that the ticket
system introduced by Mr. Edmondson, and now
in use on every railway in the United Kingdom,
was first introduced on this line. Mr. Edmond-
son was at one time a book-keeper at one of the
intermediate stations on the N. & C. Ry.
The space between the " up " and " down "
line was the same as the gauge of the rails, so
that it was possible to run a wagon or carriage
with the wheels on one side on an " up " and on
the other on a " down " rail this spacing made
; would find it difficult to believe the rough experi-
it very dangerous for passengers to put their
heads out of the windows when passing another
Date 1837
No. o'clock
2nd Class— Paid
Fac-simile of First Tickkt issvkd on Newcastle
train oran overhead bridge. Another feature of
theN. &C.R. was that the "up" and "down" lines
were on different sides to the connecting railway.
This peculiarity necessitated the conversion of
the " up " to " down " line and vice versa when the
railway was finally merged into the N.E.R. it
also meant the alteration of all the crossings,
water columns, etc., on the 60 miles.
The rails were laid on stone blocks and there
were no spring buffers on engines or carriages.
Travelling was therefore rough, although no com-
plaints were made, everything being taken as a
matter of course it; certainly was a great
improvement when wooden sleepers were laid
for the permanent way and spring buffers were
introduced on the rolling stock.
When the telegraph had been put into operation,
and larger and more powerful engines had been
introduced, the " pilot " at Haydon Bridge was
abandoned and my father was transferred to
Newcastle. In 1859-60 he secured employment
with Lord Willoughby de Eresby on his private
railway at Edenham, Lincolnshire. His lord-
ship's country seat, Grimthorpe Castle, is situated
there. Wehad two four- wheels coupled engines
from Llawthorn's, " Havilah " and " Columbia,"
October 15th, 1906.
each running for an alternate week, and there
were two carriages, a 3rd class brake and a ist
and 2nd composite. We ran five trips per day to
meet the G.N.R. trains at Little Bytham station,
four miles each way my father was there about
;
13 years. On the death of his lordship and the
opening of a competing line from Essendine,
G.N.R., to Bourne, this short railway was aban-
doned, the engines sold and my father's railway
career ended. After 13 months on the G.N.R., I
entered the service of the L.C. & D.R. in 1862 as
a fireman, and the first engine I did duty on was
the old "Tiger," illustrated in the "Locomotive
Magazine," page 41 of Vol. VII and shown re- ,
built on page 263, Vol. VIII. Young drivers
ence I had on that " beast," which was by courtesy
called a locomotive engine.
a NEWCASTLE AND CARLISLE RAILWAY.
5 No. o'clock, 1837.
From Wetheral ; and from
to Carlisle on the'
same Day. (
2nd Class— Paid \s.
Thi» Ticket musi be shown to the Station Keeper at Carhsle, ,
preTious to taking your Seat on your leturn.
NOTICE. — No Gratuity allowed to be taken by any
Guard, Porter, or other Servant of the Company.
& Carlisle Ry.
THE TROCHOMETER.
This instrument, which has frequently been
mentioned in our notices of foreign locomotives
under its other title of Hausshalter's speed
; indicator, is the subject of a pamphlet issued by
the Engineers' Agency, the British and Colonial
agents of the manufacturers, Messrs. Seidel and
Naumann, of Dresden. To enlighten readers
who are not acquainted with this ingenious
appliance, it may be stated that the Trochometer
is actuated primarily from one of the wheels of
a locomotive, usually from an extension of
a coupling rod, and that the motion thus
obtained, in conjunction with a train of clock-
work, not only indicates to the engine men, by
means of a dial, the speed at which the engine is
travelling, but also records on a continuous roll
of paper the speed at any distance from the
starting point and the duration of any stoppages
enroute. This latter application enables the inci-
dents" of a whole journey to be placed on record
for reference at any future time if necessary.
Another accessory is a bell which can be arranged
to ring whenever the maximum speed permissible
on the particular railway is attained.
 October 15th, 1906. The Locomotive Magazine.
Locomotive "Argyll" anu Train, Campbeltown & Macrhianish Light Ry.
THE CAMPBELTOWN & MACRI-
HANISH LIGHT RY.
The fact that the Campbeltown & Macrihanish
Light 'Ry. is the first narrow gauge passenger
line in Scotland makes it unusually interesting,
and whilst such railways have not found very
much favour in Great Britain, they are at all
events of value in thinly-populated countries,
and therefore its progress will doubtless be
closely watched. Although on the mainland,
the locality served is quite remote from any of
the trunk lines.
The peninsula of Kintyre, which is in most
parts of a mountainous character, is divided
transversely by a low-lying plain known as the
Laggan, extending from sea to sea. It term-
inates on the east side at Campbeltown Loch and
on the west at jMacrihanish Bay. The general
elevation of this low tract does not exceed 50 or
60 feet above sea level. On ihe north and on the
south side the ground rises abruptly into hills of
more than 1,000 feet in height.
Until the opening ot the C. & M. Lt. Ry. on
August 20th, visitors desirous of reaching the
famous Macrihanish golf links were conveyed by
"char-a-banc" from Campbeltown, but the popu-
larity of the passenger service from Glasgow via
Wemyss Bay or Fairlie piers by the 22-knot
turbine steamer "Queen Alexandra" so greatly
increased the traffic, and showed the need for
better means of communication, that it is now
possible to make the journey of six miles in a
comfortable railway carriage.
Macrihanish shore and the bracing winds from
the broad Atlantic are too far from the great
centres of population to ensure any excursion
traffic that would make the railway profitable,
in .spite of the fact that 10,000 passengers availed
themselves of its advantages during the first
three weeks it Avas open. It is from the develop-
ment of the mineral deposits that the greatest
benefits to trade and employment are antici-
pated.
It has not been ascertained with certainty at
173
what date mining operations first began in the
Campbeltown coal field, but there must have
been a considerable output toward the end of the
eighteenth century, for about 1773 those respon-
sible for the conduct of the colliery, which is
several miles from Campbeltown, decided to
construct a canal, although wooden railways with
horse traction were not unknown at that time.
It is an interesting circumstance that the engi-
neer who selected the route and made the survey
for the canal was no other than the great James
Watt. The date of his survey, according to
Muirhead's "Life of Watt," was 1773, and the
canal was probably constructed soon after.
It continued in use for about 80 or 90 years,
but on the colliery changing hands, the canal
having become considerably obstructed with
weeds and difficult to clear, the management
decided to abandon it and to substitute a light
railway of 2-ft. 3-in. gauge. This railway was
laid down in 1876 to connect the Kilkevin pits
with a depot at the west side of Campbeltown, a
distance of about 4^ miles. In 1881 these pits
became exhausted, and the railway was altered
and extended to the new Drumlemble pits half a
mile further west.
The new Light Railway Co. has now bought
over the rolling stock of the Colliery Co., re-laid
the line with heavier rails (50 lbs. per yard),
made deviations at the sharpest curves to suit
Board of Trade requirements and extended the
line westwards to Macrihanish and down to the
quay at Campbeltown, making a total length of
6 miles. By doing away with the inconvenience
and expense of conveying the coal across the
town in carts, and by the introduction of higher
capacity wagons on the railway, it is hoped to be
able to ship 500 tons of coal a day. Kintyre
coal is admittedly of poor quality, but is useful
for steam raising.
The rolling stock taken over from the colliery
included three small tank locomotives. The
first locomotive, the " Pioneer," had four wheels
coupled with a rigid wheelbase of 4-ft., and had
the frames inside the wheels, with a very narrow
 174 The Locomotive Magazine. October 15th, 1906.

grate. This engine is

no longer in service,
and is stored away at
Drumlemble.
The " Princess," the
second engine, with
side tanks, has now
been fitted with the
vacuum brake to act
as spare engine for the
passenger traffic. She
has four-coupled driv-
ing wheels 26-in. in
diameter and a pair of
trailing wheels i6-in.
in diameter, rigid
wheelbase 3 ft., total
7-ft. The third, a
saddle tank locomo-
tive named " Chev- Locomotive "Argyll" and Train at JIacuiiiamsh Tlu.mi.nus, CAMruKLrowN & Macrikanish Ligut Kv.
alier," was built by-
Messrs. Barclays, of Kilmarnock, in 1885. It disproportionate, but reference has already been
has cylinders diameter by 15-in. stroke,
7-in. in made to a new type of wagon now in course ot
24-in. driving wheels and a pair of trailing wheels, consideration.
afterwards added, 15-in. in diameter; the boiler To work the heavy summer passenger service
being 2-ft. 4|-in.x in diameter. Both these en- a larger locomoti\e, appropriately named
gines have outside frames, bearings and cranks. "Argyll " has recently been built by Messrs. A.
The attachment of the trailing pair of wheels is by Barclay, Sons & Co., of Kilmarnock. This engine
a long radius bar centred under the engine, the is of the 0-6-2 type and was illustrated and des-
other end of which is fixed to a small frame which cribed in our July issue. The engine is painted
carries the wheels, axles and axleboxes. A
spring in exactly the same style as the North British
is interposed, and the frame has a lateral travel of Railway locomotives and carries a large head-
several inches. The wagons taken over are all of light. It has cylinders iij-in. diameter by
the platform type, having short rails laid trans- 1 8 -in. stroke. Steam pressure is 1 60 lb. per sq. in.
versely on which the small colliery trams con- and the total heating surface 354 sq. ft. The side
taining coal are carried. Each carries four mine tanks hold 600 gallons. The total weight of the
wagons containing 9I cwt. of coal, or 38 cwt. engine is 22 tons loaded, or about 2^^ times that
in all. As the tare of the railway wagon is of the smaller engines, but it is so distributed
18 cwt., and that of the four trams 10 cwt., the that each pair of wheels only carries 5^ tons^
ratio of paying load to dead weight is somewhat the springs of the three pairs of driving wheels
 October 15th, 1906. The Locomotive Magazine,
being connected by equalising levers. The rigid
wheelbase is 6-ft. 4-in., but the total is 12-ft. 9-in.
Centre buffers and screw couplings as well as
side buffers to suit the coal wagons are provided.
At the time of our visit the passenger train
comprised 4 bogie cars, each 48-tt. long of very-
smart appearance. The upper panels are painted
cream color and the lower part olive green.
A car is now in service, so that large
fifth
numbers of passengers can be dealt with.
Messrs. R. Y. Pickering & Co., of Wishaw, are
the builders of the carriages. A
centre corridor
enables tickets to be issued and collected on the
journey. Transverse double seats with reversible
backs furnish maximum seating accommodation.
Bracket lamps to take candles provide illumin-
ation. The vacuum brake is fitted. The maximum
speed is fixed at 20 miles an hour, the journey
being accomplished in about 20 minutes, while
the smoothness of the running is most marked.
Inteeior of Car, Campbeltown & Mackihanish Light Rt.
The line is single with a passing place halt-
way at Kilcreggan. There are short branches
about a mile from Macrihanish to the Drumlemble
pit, also to the old terminus at the back of
Campbeltown.
For the greater part of its length the railway
coincides with the track of the old canal, and
consequently is approximately level. Within
about a mile of Campbeltown, however, it deviates
from the line of the canal and crosses a ridge
which gives rise to gradients of i in 35 on both
sides. By this the length of the line is some-
what shortened, but the more serious evil of
curtailing the power of the locomotives is
introduced.
A sharpcurve where the railway crosses the
road leading to Southend and Macrihanish has
been eased off considerably by deviating the
line. At this crossing there are gates and
a signal, which are attended to by a woman.
^5
There are a number ot other crossings provided
with cross trenches to prevent sheep or cattle from
wandering on the line. At present there are no
station buildings —
the train starts from the street
at Campbeltown, while the western terminus is
in a field close to the Macrihanish wireless
telegraph station.
The week days
provisional service of trains on
(Sept.) comprises five trips each way, with one
extra on Wednesdays and Fridays, and two on
Saturdays. Stoppages will be made at any
cross roads by all trains except the express
running in connection with the steamer. This
latter is a rather curious example of excursion
train working. Tickets for the rail trip are
issued on the steamer at is. a head, and the
train leaves Campbeltown at 12.50, arriving at
its destination at i.io. It starts back again at
1.50, giving excursionists only forty minutes
sojourn.
Mr. T. Lindsay Galloway, A.M.I.C.E., is the
chief engineer, and Mr. Alex. Black, formerly of
the Caledonian Railway, has been appointed
superintendent of the line. Wemust acknow-
ledge our indebtedness to Mr. Galloway for
much of the information contained in this article.
BOARDITE WHEEL CENTRE TESTS.
We have received a copy of a report made
by Mr. T. L. Canfield, of the American Car and
Foundry Co., Manchester, relating to a test
made in his presence of a railway carriage
wheel with Boardite centres.
The test was in accordance with the require-
ments of the Master Car Builders' Association,
of which Mr. Canfield is a member.
The wheel was placed in a vertical position on
three bearing points, and a tup weighing 203 lb.
was dropped from a height of 12-ft. i-in. After
twelve such blows a larger tup weighing 225 lb.
was used, and then two final blows from a 560 lb.
tup. Early in the tests the retaining ring slightly
loosened, but afterwards apparently found its
bearing. After these fifteen blows the wheel
showed no damage. All retaining ring bolts
took about a quarter turn to tighten at the end of
the test, but Mr. Canfield was of opinion that the
retaining ring had not been properly tightened
down before starting the test.
Another test of Boardite blocks as against teak
blocks, made by Messrs. David Kirkcaldy & Sons,
Ltd., gave the following results : Boardite blocks
crushed at pressures of 7,591 lb. and 7,000 lb.
per sq. in. respectively one teak block crushed at
;
pressures of 2,840 lb. per sq. in, another teak block
sheared at pressure of 1,824 lb. per sq. in., the
shear following the curve of growth.

176 The Locomotive Magazine,
RAPID-ACTING VACUUM BRAKE.
Among the many recent improvements in brake
apparatus the device just introduced by the
Westinghouse Brake Co. deserves careful con-
sideration by railway officials. It consists of a
small reservoir and an accelerating valve. The
small reservoir is always open to the atmosphere
through a restricted passage, and the accelerating
valve is placed between the reservoir and the
train pipe. The accelerating valve A is nor-
mally closed by its own weight, and there is
also a light spring upon it which prevents any
tendency of the valve to lift through accidental
shocks or jars. Above the valve there is a small
chamber B closed at the bottom by a diaphragm.
The chamber B is exhausted through the small
passage C down the stem. When air is suddenly
admitted to the train pipe, and the pressure in it
is increased in order to apply the brakes, the
pressure in the small chamber B being unable to
equalize with sufficient rapidity through the
small passage C, permits the valve A to rise
and open communication between the small
reservoir and the train pipe, thus increasing the
pressure in the train pipe and brake cylinder by
the quantity of air contained in the small
reservoir. This reservoir is made of such a size
as to provide sufficient air to actuate each next
succeeding accelerating valve throughout the
train, but only to partly set the brakes on each
vehicle. By means of this device a nearly
simultaneous initial action of the brakes is
obtained throughout the longest train, both in
partial and full applications, and jerks and
shocks caused by vehicles running together are
prevented, even on trains loosely coupled.
If a still quicker full apjDlication of the brakes
IS desired for fast express trains, a second
accelerating valve may be provided similar to
Nkw Automatic Vacuum Brake Valve.
;
October 15th, 1906.
that already described, opening direct to the
atmosphere. This valve is more heavily weighted
and does not move in all partial applications of
the brake, but opens fully to the atmosphere until
the brakes are applied with full force whenever
full quick-action is wanted, and the driver's valve
is manipulated in such a way as to secure it.
United States Metallic Packing Co., Ltd.
—We are notified that this firm has recently
opened a new branch office at Angel Chambers,
York Street, Swansea, for the convenience of
clients in South Wales and the adjoining
districts. The Jurors of the Tourcoing Exhibition
have awarded a gold medal to the exhibit of the
U.S. Metallic Packing Co., Ltd.
Messrs. George Polkey, Ltd. In our notice —
of this firm'slamp works on page 157 of our
September issue, we omitted to mention that they
are lamp manufacturers to the British War Office,
Admiralty, the India Office, Colonial Govern-
ments, and many of the leading home and foreign
railways, and that they have in the course of
their 45 years' experience made more than 1,500
different types of railway lamps.
A New Steam
Joint The Engineers'
, —
Agency, of Chancery Lane, W.C., have
63,
forwarded us a sample of the " Lion " jointing
material, which is a new form of packing for
making joints in high pressure steam fittings.
It is claimed that this material does not adhere
to the metal or soften, that it will not blow or
burn out, and that it will resist the action of
acids and alkalies, oil, gas, water and steam
it is said to last longer than asbestos, and to be
capable of being used more than once, and
should be well suited for employment when
superheated steam is used.
ATMOSPHERE
 October 1 5 th, 1906, The Locomotive Magazine. 177

IfEW 1st and 2nd Class Carriage for Skrvice on Mail Trains, Great Indian Peninsula Ry.

HEW CARRIAGES FOR MAIL beneath revolving shutters above the upper lights
SERVICE, GREAT INDIAN of the carriage. Folding steps are provided
below a small table to give ready access to the
PENINSULA RY.
upper berths, a valuable concession to ladies
when occupying them. A prominent feature in
Some handsome new ist and 2nd class com- each compartment is the introduction of a rever-
posite carriages which have just been completed sible reclining chair in the centre with an
at the Parel shops for the mail services of this adjustable leg rest in this a passenger can
;

railway incorporate the latest in railway carriage lounge at ease under the overhead electric fans.
construction. The body of each car is 62-ft. long Electric light is installed and provision made for
by g-ft. 6-in. wide, built on a steel underframe switching off at night, leaving a solitary blue
resting on four-wheeled bogies of the " swinging
bolt" type. It is divided into one ist class coupe
with two berths, two ist class compartments of
four berths each with a servant's room interven-
ing, and two 2nd class compartments with five
berths in each. Each compartment has a com-
municating lavatory provided.
Protected sides and roof on the most approved
principle have been adopted in place of " sun-
shades." The heat-resisting coating consists of
a non-conducting roof cover, teak boarding, first
an air space, "Uacolite" non-conductor, a second
air space, treated deal wood lining and Salamander
asbestos decoration. The body frame is of teak,
but to economise in the use of this now expensive
wood, steel has been freely introduced among the
members relied on for strength. The doors are
composite of steel and wood, opening inwards in
doorways 2-ft. 4-in. wide. The employment of
steel in the doors has enabled the thickness to be Interior of Car, Great I.ndian Peninsula Rv.
reduced to 2i-in.
The interior of the first class compartments are lamp for the all-night travel. The fans are ot
beautifully finished, the side panels being of improved construction with large blades and
different fancy woods framed in teak, whilst the protecting screens. The new alarm signal passes
ends are decorated in "Salamander" tinted in through all compartments the same as on the
art shades. Photographs of Indian scenery British railways, with a small chain exposed
adorn the partitions. Novel arrangements have above each door for facility of use. Another detail
been introduced in the berths the lower ones are
; new to Indian carriages consists of electrically
formed of "braided wire" mattresses, upholstered illuminated destination boards at each side to
in buffalo hide, which pull out to 33-in. wide, denote the line of route of the car. These cars
whilst the upper ones are folded and packed away will be used on the Bombay- Punjab Mail service.
 -

178 The Locomotive Magazine. October i 5th, 1 906.

SII AM MulOK AMI InsI'H ')

ION ( AH, :

ROLLING STOCK OF THE STOCKHOLM something a novelty

ot it has the following
;

VESTERAS-BERCSLAGENS RY. dimensions one cylinder 3|^-in. diameter by

:

6|-in. stroke diameter of driving wheels 2-ft.,

;

By the courtesy of Mr. Th. Geo. Betts, loco- and of trailing wheels i-ft. 35-in., wheelbase 5-ft.;
motive superintendent, we are able to show here- boiler length outside 2-ft. 8i-in., diameter out-
:

with illustrations of typical rolling stock on the side 2-ft. 8^:-in.; number 26, length
of tubes
above-mentioned Swedish railway, which has a 2-ft. 2|-in., diameter pressure 160
i|-in.; boiler
total mileage of 242, built to standard gauge, lbs. per sq. in.; grate area if sq. ft.; capacity ot
and owns 44 locomotives, 102 carriages and bunker 790 lbs., and of tank 160 gallons. The
driver stands in the usual position, where all
939 wagons. The inspection engine shown is

BoGiK Coui'LEU Passenger Locomotitk and Train, STOCKHOi.M-ViiBTERAS-BERGBLAGENS Ry.

 October isth, 1906. The Locomotive Magazine*
necessary handles, etc., for operating the mech-
anism are at hand, but two seats are provided
over the driving wheels, and the engine can be
controlled by any one of the three persons thus
carried. The car attached has a total length of
1 1 -ft., a width of 6-ft., and a height above rails
of 7-ft. 8-in it is carried on four wheels of i-ft.
;
3-in. diameter, the total wheelbase of engine and
car being 15-ft. 6-in. The car contains a sofa
arranged lengthwise, a chair, table and wash-
stand, and can accommodate five people if neces-
sary. The inspection train frequently travels at
a speed of 17-18 miles per hour.
Our other illustration shows one of three bogie
coupled passenger locomotives supplied by
Messrs. Neilson, Reid & Co., Ltd., in 1899, and
a passenger train composed of a brake-van, a
composite 2nd and 3rd class bogie car, a saloon car,
and another composite 2nd and 3rd class bogie car.
These composite cars are of quite modern type,
built last autumn from designs furnished by the
railway company's locomotive and carriage de-
partment. They have a total length over buffers
of 72-ft. 2-in., an outside width of lo-ft. 2|-in., and
a height inside of 8-ft. 2|-in. the distance be-
; tendency by the use of rollers and sleeve linings
tween bogie centres is 49-ft. 2f-in. The seating
accommodation is for 1 8 2nd class and 50 3rd class
passengers ;
they are lighted throughout by
acetone-acetylene gas, and the tare weight is
about 30 tons. The saloon coach has two com-
partments, for smokers and non-smokers, a lava-
tory and vestibule at one end, and a post office
sorting compartment at the other, with a corridor
leading to the end platform. It weighs about
27 tons and has seating accommodation for 22
2nd class passengers. The leading dimensions
are: length over buffers 62-ft. 4-in., width out-
side 9-ft. lo-in., height inside 8-ft. 8-in., distance
apart of bogie centres 38-ft. 7-in. This car is
179
lighted by Pintsch's patent gas system. This
year a restaurant car has been added
fine
to the stock for service between Stockholm and
Gothenburg. It is of the same general dim-
ensions as the composite coach, and has accom-
modation for 24 diners and 16 in a separate cafe
compartment. The kitchen and service com-
partments are exceptionally roomy. It weighs
about 2gi tons.
THE HYATT ROLLER BEARING.
In the accompanying illustrations are shown
sectional views of the Hyatt Roller Bearing as
adapted for use on journals of railway rolling
stock. As is well-known, the employment of
ball-bearings for such purposes is practically
impossible owing to the limited amount of
surface in contact, which tends to crushing of
the balls and rapid wear of the coned cups under
such weights as must be dealt with in railway
practice and the same trouble operates to some
,
extent in ordinary solid-roller bearings unless
very special provision is made to counteract the
of carefully ground and hardened steel. These
requisite precautions in manufacture necessarily
enhance the first cost very considerably, and it
is undoubtedly the commercial rather than the
mechanical aspect of the question that has
prevented solid roller bearings from coming into
universal use. By the introduction of the
system here illustrated, it is claimed that all the
advantages of the solid roller bearing, with
many others added, and at a minimum of cost,
have been successfully applied. The Hyatt
rollers are in reality steel springs, which can be
made of strength proportioned to the load to be
carried so as to ensure firm support, and at the
 ——

i8o The Locomotive Magazine* October i sth, 1906.

same time sufficient flexibility to give uniform Kitson, Thompson & Hewitson (of T>eeds), and 14-in.
distribution of weight and consequently equality by 22-in. and 6-ft. 6-in. drivers, by Slaughter, Grunning
of contact and wear, along the entire length of & Co. They were tank engines with tanks between the
the journal. This flexibility at once dispenses frames, and had always been so, from the time they
with the need for specially hardened rollers and commenced running to date of condemnation, and were
bearings, since the tendency to distortion of the
never converted to tender engines as stated. The one
OP the pedestal is known as the "Express," 12-in. bv
bearing surfaces is virtually eliminated. The 22-in., and 6-ft. wheels. Engines of this type had names
construction of the rollers, as helical springs, "Fairy Queen," " MuItum-in-Parvo," 'Fawn," "Snake,"
also greatly facilitates efficient lubrication, each " Hornet," " Bee," etc. These engines have done
roller acting as an oil container and distributor excellent work for the past 30 years that I have known
during its revolution between the journal and them. I would also draw your attention to a similar

the axle box, the course ot the spiral interval error, pointed out by Mr. L. Stephenson in your Volume
between successive folds of the roller ensuring VIII.— Yours faithfully, L. N. Nollins,
Chief draughtsman E. I. Ry.,
that the lubricant is compelled to travel over ,

Jamalpur, Bengal, India.

every part of the surface in contact. Bearings
of this type have already been supplied to cars
carrying as much as 22 tons per axle, and have
ANSWERS TO CORRESPONDENTS.
been found to reduce materially the exertion of T. B. Bkennan.— O. and R. Ry., Saharanpur. (i.) It
power required for haulage, more especially in to assert the cause of hot boxes.
is difficult In practice
the act of starting from a state of rest. there are a variety of reasons for a journal failing grit,
lack of lubrication, badly fitted brasses, etc., and it is
—
Weighbridges.— Messrs. W. &: T.Avery, Ltd., essential to keep a good look out for defective dust
have recently supplied a new 30 tons weighbridge shields, packing, lubrication, etc., if hot journal
to Thetford Station, G. E. R., which can be used troubles are to be kept at a minimum. (2.) We dO'
not understand your term "journals cording," please
up to an extreme limit of 45 tons if necessary.
explain. (3.) In packing an axle box with waste, the
The same firm is supplying a 36-tons weighbridge latter should be well saturated with the oil and then
to the Indian State Ry., and a number of platform a coil should be made rope fashion and put in first tO'
weighing machines for that system and the East form a good roll of material at the wheel seat end of
Indian Ry., with graduations both in English the journal. Waste can then be introduced until
and Indian standards of weight. a good soft cushion is formed extending to about one
third the height of the journal. A common error is to
North Eastern Ry. — Mr. R. Pick, of the cram too much waste in, until there is no room for oil.
Shildon wagon
shops, has been appointed With the elastic packing mixture (Laycock's) now sO'
manager of the carriage works at York, in suc- much used, an elastic pad is provided which is always
cession to the late ]\Ir. William Carr. Mr. G. T. in contact with the journal.
Glover, of the Heaton wagon works and electric —
Robert Rankin. The following dimensions relating
stock depot, will succeed Mr. Pick at Shildon, to Caledonian No. 140 class, illustrated in our issue of
July 15th, 1904, are those you require bogie wheelbase
his place at Heaton being taken by Mr. J. W. :

6-ft. 6-in., coupled wheelbase 9-ft. 9-in., total of engine

Dow, of York. 23-ft. 10-in. tender wheelbase 13-ft. height of
; ;

Great Northern Ry. — One of the suburban

chimney top from rails 13-ft., length of engine frames
2q-ft. iii-in., width over footplate 8-ft.
trains has been fitted with an arrangement for
indicating the destination. The panels above the
quarter lights of two adjacent compartments are The locomotive MAGAZINE.
removed and a frame carrying a roller-blind indi- No. 170. :
Oct. 15th, 1906.
PHBLISHKD BY THE
cator of blue cloth with transparent letters is fitted.
LOCOMOTIYE PUBLISHING COMPANY, Limited,
At night, the lights inside the compartment shine 3. Amen Corner, Paternoster Row, London, E.C.

through the lettering, whilst in the daytime the Telegrams: Locomotive Magazine, London. Telephone No. 3628 Central.

white letters show up on a dark blue ground. New York—The Deery-Collard Company, 250-7, Broadway.
,, The Angus Sinclair Company, 136, Liberty Street.
Paris Ch. Beran&er, 15, Rue de Saints Peres.
Geneva Georg et Cie, Rue Corraterie.
CORRESPONDENCE. Antwerp— 0. Forst. 69. Place de Meir.
—
Amsterdam J Acs. G. Robbers, 6i, Nieuwe Zijds, Voorburgwal..
—
Bombay D. B. Taraporetala, Sons & Co.
Old East Indian Ry. Locomotives —
Tokyo R. KiNOSHiTA, 17, Unemkcho, Kyobashiku.
Subscriptions, ) Ordinary Edi'ion, 3s. psr annum, post free,
To The Locomotive Magazine ^
the Editor of'''' all partsof the world t Art Paper tdition, 4s-. per mnum, post free.

—
Dear Sir, In your article on page 93 of the All con munications regarding the riiblisJiing and Advertisements to *»
"Locomotive -Magazine," June 5th, 1906. I would J Addressed Th Manager, and correspondence relating to Conti ihutions, etc.,
'

tv the Editor at 3, Ainen Corwr. Paternoster I!ov>, London, E.C.

point out an error with reference to the early locomo- Sates for Advertisements can be obtained on application.
tives which ran the mails and passenger service on the Cheques, M-neg Orders, etc.. shnuld be m-de payable to the Locomotits
Publishing Co., Ltd., and crossed " London City <$• Midland Bank."
E. I. Ry. This Maqazinc can be obtained through Ntwsa'gents and Bookstalls through-
out the World.
These were originally single engines with cylinders
Particulars of Back Numbers sent on application.
12-in. by 22-in. and 6-ft. drivers, built by Messrs Complete Lists of Railway Books and Photographs post free.
 TH6 LogomoTioe (pflGflzine.

Yol. XII. NOVEMBER 15th, 1906. No. 171.

reproductions of Midland Ry. goods locomotives

RAILWAY NOTES. being landed on the quay at Boulogne, en route
MiDLAND Ry. — By the courtesy of Mr. R. M.
for Italy. A
number of these are already in
service at Milan, amongst them being Nos. 455,
Deeley, the locomotive superintendent of the They still bear
843, 879, 931, 953, 947 and 981.
above line, we are able to give the following the letters " M.R." on the tenders.
particulars of the new series of three-cylinder
compound express locomotives, Nos. 1010-1029. London & North Western Ry. The —
Cylinders high pressure 19-in. by 26-in., low
: following new express locomotives of the
pressure 2 i-in. by 26-in. diameter of wheels bogie
; :
" Experiment " type have recently been built at
3-ft. 6j-in., coupled 7-ft. wheelbase of engine
; : Crewe: Nos. 1986 " Clanricarde," 1987 "Glen-
24-ft. 4i'in. boiler: length of barrel i i-ft. i i-in.,
; dower," 1988 "Hurricane," and 1989 "Lady of
diameter inside, mean 4-ft. y^-in. working pres- ;
the Lake " (works' Nos. 4620-3).

Theee-cylindee Compound Expef.ss Locomotive No. 1025, Midland Ry.

sure 220 lb, per sq. in. length of firebox shell

; Someof the " Precursor " tanks are stationed
.9-ft. heating surface: firebox 152.8 sq. ft., tubes
; at Stockport, and there are eight at Watford :

1305-5 sq. ft., total 1458.5 sq. ft. grate area 28.4
; Nos. 196, 139, 562, 616, 803, 1356, 1508 and 2210.
sq. ft. weight of engine in working order on
; : There are 30 of them now out, Nos. 97, iii, 139,
bogie wheels 20 tons 14 cwt., on driving wheels 181, 196, 528, 531, 562, 616, 653, 784, 803, 834,
19 tons 15 cwt., and on trailing wheels 19 tons 874, 1295, 1395, 1356, 1506, 1508, 1572, 1589, 1671
7 cwt., total 59 tons 16 cwt. The tender carries 1714, 1981, 1982, 1983, 1984, 1985, 2165 and 2210.
3>5oo gallons of water and 7 tons of coal, and Nos. 1833, 1845, 1863 and 1873, three-cylinder
weighs 42 tons 16 cwt. 2 qrs. with 4 tons of compound mineral engines, have been converted
coal; it occupies a wheelbase of 13-ft. 9-in., the to simple engines with " Precursor " boilers.
total wheelbase of engine and tender being 48-ft. The following 4-ft. 3-in. tender mineral engines
3j-in., and the total length over buffers 5 7-ft. have recently re-appeared from the shops in the
3|-in. form of saddle tank engines: Nos. 12, 28, 103,
Referring to a note on pp. 106-7 of our July 201, 1092, 1096, 1 103, 1 159, 1 31 7, 2090, 2 102, 2 103,
issue, we illustrate overleaf two photographic 2400 and 2413.
 l82 The Locomotive Magazine. November isth, 1906.

Great Western Ry. No. 40 is now given — Joint line) to Aynho, near Banbury, a distance of
the nameplate " North Star," which has been about 18 miles, which will complete the new and
removed from No. 3072, 7-ft. 8-in. single. No. shorter route firom London to Birmingham, was
2901, six-coupled bogie express, now bears the placed with Messrs. W. Scott & Middleton about
name " Lady Superior." the end of October.
Great Eastern Ry. — A new loco-
motive shed is being built by this Com-
pany at Lincoln, near Pyewipe Junct.,
to stable the engines working coal
trains over the L. D. & E. C. line, and
also the goods traffic to and from the
Great Central system. Hitherto this
service has been performed principally
by engines stationed at March (White-
moor shed\ The new shed will be
under the supervision of the District
Superintendent at Doncaster.
Great Central Ry. — Nos.1107 to
"
1 1
1
new
six-coupled bogie " Fish
4 are
engines, with 5-ft. 6-in. wheels, recently
delivered by Messrs. Beyer, Peacock &
Co., Ltd.
A
new Atlantic compound is in
course of construction, which will bear
Midland Locomotivks at Bouloi.nk. A.
No. 364. No. 259 has been named
Photo hij IIy. L. Pjuinjxt.
" King Edward VII."
The two "Atlantic" engines Nos. 183 and 186 Nos. 61 and 89 are new six-coupled condensing
arenow named " Red Gauntlet " and " Talis- side-tank locomotives, built at Gorton. Nos. 23
man " respectively. and 24, four-coupled double-framed tank engines,
Five new express locomotives of the
"County" class, 4-4-0, with outbide
cylinders, are now out. They are
similar to the first series, but with the
new style of painting, and are supplied
with the large 4,000 gallon tenders.
Their numbers and names are as fol-
lows Nos. 3801 "County Carlow,"
:

3802 " County Clare," 3803 " County

Cork," 3804 " County Dublin," and
3805 "County Kerry" (Swindon Nos.
2209-13).
The loading gauge will shortly be
increased on the G.W.R. 4-in.in height
and 4-in. in width on each side between
5-ft. and 9-ft. lo-in. above rail level on
all the main line. The work of mak-
ing the necessary clearances is nearly
finished.
All engines have their numbers
painted in yellow on the front buffer Photo by Midland Rt. Locomotives at Boulogne. A. L. Pfimgst.
planks as they go through the shops.
Nos. 3039, 331 1, 341 1 and 3356 have received have recently been adapted for service as rail
new large Belpaire boilers. motors. No. 852 has been equipped with Stone's
Water troughs are being laid down at Car- patent ash ejector.
marthen Junction. This will enable non-stop
runs to be possible with the Irish mail trains London, Brighton & South Coast Ry.—A
between Paddington and Fishguard. number of the older locomotives of Mr. Stroud-
The contract for the new line from Ashendon ley's design are being re-boilered to bring them
{beyond Princes Risboro' on the G.W. & G. C. up to date. Among those under treatment are
 ;;

November 15 th, 1906. The Locomotive Magazine.

Nos. 191, 193, 200, 2 14 and 2 18 of the " Gladstone " or B class
Nos. I, 6, 18, 34, 226, 241, 289, 293, 294 and 355, of the D
class, and Nos. 90, 112, 129, 140 and 145 of the E class.
Nos. 54 and 315 have been repainted in new standard
colors, and re-named "Princess Royal" and "J. Gay" res-
pectively, the latter after the President of the Western Ry.
of France.
The new ten- wheel tank, No. 595, is working local trains in
the Brighton district.

—
New Appointment. Mr. R. W. Worsdell has been
appointed manager of the N. E. Ry. shops for repairing the
electric rolling stock at Heaton, near Newcastle. He will also
supervise the wagon shops at that place.

Campbeltown & Machrihanish Light Ry. —The name

of the half-way passing place on this line is " Lintmill."
" Kilkerran Crossing" is the name of the road over which
the railway passes just after leaving Campeltown. The
" Argyll " locomotive was described and illustrated in our
June issue, not July as stated in our last number.

TEN-WHEEL COMPOUND LOCOMOTIVE,

HUNGARIAN STATE RYS.
The accompanying photo-reproduction shows a four-
cylinder compound 4-4-2 locomotive recently built at the State
railway works, Buda-Pesth, for express service on the above-
mentioned railways. It has high pressure cylinders between
the frames below the smoke box, and low pressure cylinders
outside, all connected with the leading coupled wheels, with
the cranks of the adjacent high and low pressure cylinders on
either side set at 180 degs, the cranks being on all four
quarters piston valves are used throughout, actuated by a
;

modification of the Walschaerts gear. This locomotive,

which is the first of a series and is exhibited at Milan,
has the following leading dimensions diameter of h.p.
:

cylinders 14^-in., and of low pressure 25-in., stroke 26^-in.

diameter of wheels bogie 3-ft. 6-in., coupled 7-ft., trailing
:

4- ft. i-m. wheelbase 3 2 -ft. 7 -in. boiler diameter of barrel

; ; :

5- ft. 2i-in., height of centre above rails 9-ft. 6-in., working

pressure 227 lb. per sq. in tubes, number 291, length 17-ft.
6-in., diameter 2^-in. heating surface: firebox 137 sq.ft.
tubes 2,680 sq. ft., total 2,817 sq. ft.; grate area 42 sq. ft.
weight of engine in working order 72 tons, of which 30 tons
are available for adhesion. The tender is of what is known as
the Vanderbilt type, and is carried on eight wheels of 2-ft.
lo-in. diameter, occupying a total wheelbase of i6-ft. 3-in. it ;

carries -jh tons of coal, and weighs 43 tons loaded.

For starting, or where great power is required, valves are
provided which supply live steam at reduced pressure to the
low pressure cylinders, an intercepting arrangement at the
same time turning the exhaust from the high pressure cylin-
ders direct into the chimney, and so closing communication
between the high and low pressure cylinders. These engines
are intended principally for express service between Vienna
and Buda-Pesth, and they are specially interesting as being
the first compounds with four cylinders arranged in line so
far introduced on the Hungarian State system.
 The Locomotive Magazine, November 15th, 1906.

STEAM RAIL MOTOR COACHES. among the features. The car can of course be
operated from either end, and it has sufficient
There are now comparatively few important reserve of power to be able to haul two bogie
railways in the British Isles which do not possess carriages as trailers if necessary.
one or more examples of rail motors, and the To supplement the ordinary train service be-
number of those which still abstain from adopt- tween Belfast and Holywood, the Belfast & County
ing this economical method of dealing with local Down Ry. early this year started a service of
traffic grows less from month to month. Among steam motor cars. There are three cars, two at a
the latest converts are two Irish railways and the time being in steam, running at 20 to 30 minute
Isle of Wight Central. intervals throughout the day. New halts have
The Dublin, Wicklow & Wexford Ry. has been erected at Ballymacarrett, Victoria Park
recently put into service two motor coaches built and Kinnegar. The cars have one class only, the
to the designs of Mr. R. Cronin, the locomotive tickets being issued and collected by the con-
engineer, by Messrs. Manning, Wardle & Co., Ltd., ductors. The fares are low, 3d. being charged for
one of which is here illustrated. The engine has the 4^^ mile journey to Holywood, with lower
1 2 -in. by i6-in. cylinders and a locomotive-type fares between intermediate points. Fourteen
boiler carr)dng steam at a pressure of 175 lb. per minutes are allowed for the run, with five stops.
sq. in. The total length over buffers is 63-ft., The first two cars (Nos. i and 2) are 63-ft. over
the coach body being 45 -ft. long by 9-ft. 6-in. buffers, while No. 3, which we illustrate, is 70-ft.
wide, and with 500 gallons of water in the tanks over buffers, the actual lengths of the bodies of
at the sides of
the boiler, and
I ton of coal,
the total weight
of the car is
about 42 tons.
There is seating
accommodation
for 16 first and
39 second class
passengers, be-
sides space for
luggage, and
the internal fit-
tings are de-
signed to give
comfort. Steam
heating and
lighting by
means of in
candescent oil
gas lamps are
Photo hij Steam Rail Motor Coach No. 3, Belfast & County Down Ey. Loc-'.. Ptih. Co. Ltd.
 November 15th, iqo6. The Locomotive Magazine*
Steam Rail Motor Coach No.
the cars being- 45 -ft. and 5 2 -ft. The clerestory-
roof is furnished with ventilators worked by
a lever on each side. Oil gas is used for
lighting. The engine is carried on a four-
wheeled bogie which can readily be detached
from the car when necessary. It has outside
horizontal cylinders lo-in. diameter with a i6-in.
stroke, the valves being on top and operated by
Walschaerts gear. The locomotive-type boiler
with Belpaire firebox has a heating surface of
505 sq. ft. and a working pressure of 160 lb.
The grate area is g| sq. ft. The coal bunker has
a capacity of 15 cwt., while the water tank
located under the carriage body carries 400
gallons. The regulator, reversing and whistle
handles and brake are arranged so that they can
be operated by the driver from the end of the car
or from the engine. The carriage body is carried
on a standard Leeds Forge pressed steel bogie.
Messrs. Kitson & Co., of Leeds, built the loco-
motive to the designs of Mr. R. G. Miller, the
locomotive supt. of the B. & C. D. Ry. It is
painted red with a gilt band round the tank edged
with vermilion stripe, and has a copper-topped
chimney. On its trial trip Car No. i. took two
new 6-wheel carriages through to Bangor, up a
gradient 2^ miles long mostly at i in 98 and in
one part i in 73
Steam Rail Motor Coach No.
•85
1, Isle of 'Wight Central Rv,
The car ordered by the Isle of Wight Central
Ry., the engine being built by Messrs. Hawthorn,
Leslie & Co., Ltd., and the coach portion by Messrs.
Hurst, Nelson & Co., Ltd., is at present at work
on the Ventnor line, and it will perform the full
service during the winter months and supplement
the service of ordinary trains on other sections
during the summer. The engine bogie has the
following leading dimensions cylinders 9-in. by
:
14-in., diameter of wheels 3-ft. 6-in., wheelbase
8-ft., heating surface of boiler 329 sq. ft., grate
area 7*5 sq. ft., capacity of water tank 400 galls.,
and of bunker 12 cwt., weight in working order
15^ tons. The car portion runs on a bogie having
wheels 3-ft. 7j-in. in diameter on a wheelbase of
8-ft., the body is 44-ft. 6-in. long by 8-ft. 4-in.
wide, the height of the roof from rail-level being
1 1 -ft. 6-in. It contains a ist class compartment
6-ft. 6-in. long, an entrance gangway 2-ft. 9-in.
wide, and a 2nd class compartment 2 6-ft. i-in.
long. The normal seating capacity is for six ist
and 44 2nd class passengers, but more can be
carried if necessary, and there is a luggage com-
partment calculated to hold 20 cwt. The total
weight of the combined car is 32 tons, and the
length over buffers is 61 -ft. It is a part of the
design that the engine bogie can be detached
readily from the car for repairs.
16, Taff Vale Rt.
 ;

i86 The Locomotive Magazine. November isth, 1906.

A new motor coach has

recently been supplied to the
TafF Vale Ry. by Messrs.
Manning, Wardle & Co., Ltd.,
which is shown overleaf. It
has the following leading dim-
ensions: cylinders io|^-in. by
14-in.; engine bogie: driving
wheels 3-ft. 6-in. diameter,
carrying wheels 2-ft. lo-in.
boiler heating surface fire-
:

box 63 sq. ft., tubes 4 1 3 sq. ft.,

total 476 sq. ft.; capacity of
tank 560 gallons. The car is
carried at the other end on an
ordinary carriage bogie, and
has a steel underframe and
body frame of teak. It is
sub-divided for ist and 2nd
class passengers, and is
equipped with Pintsch's sys-
tem of gas lighting, steam
heating apparatus and the
automatic vacuum brake. Steam Motor Loco.motivk No. 73(i, London k South Western Rt.
Mr. Dugald Drummond,
who was one of the earliest British locomotive sq. in. The engine measures 19-ft. 7-in. over
engineers to adopt this class of motor, has buffers, and with 500 gallons of water and i ton
recently constructed a new type of steam of coal weighs 24 tons. The two coaches, which
coach, the locomotive being a separate unit. were built at the carriage works at Eastleigh,
We illustrate herewith one of the engines built are both of one class, and seat respectively 65
at the Company's works at Nine Elms, and and 48 passengers. The end car has of course a
also the engine attached to an intermediate driver's compartment and all the appliances
car and a trailer. The locomotive is practi- necessary for controlling the engine when run-
cally a miniature tank engine running on ning backwards. There are ten of these engines
four wheels of 3-ft. diameter, spaced with their in course of construction for use in connection .

centres 8-ft. apart. The cylinders are lo-in. in
diameter by 14-in. stroke, and they are supplied
with steam from a loco -type boiler having a total
heating surface of 571 sq. ft., of which 99 water
tubes of r|-in. diameter in the firebox contribute
119 sq. ft., 216 smoke tubes of i^-in. diameter in
the barrel give 379 sq. ft., and the firebox supplies
73 sq. ft. ; the working pressure is 150 lb, per
with six vestibuled cars of the type illustrated,
this proportion allowing a good margin of reserve
engines for maintaining a constant service of
trains.
It will be noticed that there is a growing
tendency to make the locomotive portion of
these rail motor coaches a separate unit, with
a view to facilitating repairs.

Steam Rail Motor, Intermediate Coach and Trailer, London & South Western Ry.

I
 November isth, 1906. The Locomotive Magazine. 187

SLIDE VALVE SETTING. Should it happen in the operation above

(Continued from page 171.) described, of catching the centre pop marks to
find the dead centre, that a mark is passed before
the revolution of the wheel is stopped, it is
The four dead centres are found in a similar
advisable to turn the wheels back some little
way, and are taken in order, the wheels being
distance and again catch the mark on the return,
revolved till one of the marks [j] can be just
so that all marks, etc., are found while the wheels
entered by the point of the trammel the distance
;

that the marks a a or b b on crosshead and slide

and motion are moving in one direction. The
reason for this is to prevent the risk of error due
to the existence of slackness or " back lash,"
such as must always be present to some extent
s
in the moving parts of machinery.
The connecting rods and pistons having been
0 properly adjusted, the valves will require similar
n attention, and for this purpose it will be necessary
to make indicating marks on the valve spindles,
the valves themselves being of course hidden
Method of Ascertaining Piston Cleaeance. from view in the steam chest. The four positions
which the valve spindle occupies when the valves
iDar are apart is observed, as in Fig. 5, and cut off at each port must be known, and to find
this amount is the piston clearance that is the
; them the slide valve with its buckle will be put
distance between the piston head and cylinder into place in the steam chest, and the intermedi-
•cover when the engine is running. When each ate valve spindle firmly connected to it. Two
dead centre has been dealt with, any necessary men generally do this work, one going below the
•adjustments may be made to equalise the clear- engine prepared to mark the valve spindle with
-ance at each end of a cylinder. a trammel, while the other takes a piece of thin
For instance, if a connecting rod is too long, tin and inserts it in the front steam port, drawing
there will be a greater clearance at the back end the valve up so as to hold it there, thus locating
•and a less clearance at the front end of the cylin- the exact point at which the valve just closes
der than is desirable. If the difference were con- this port. One end of the trammel is inserted
siderable it might be dangerous, as there would into a pop mark on the back end of the cylinder,
be a likelihood of the piston striking the cylinder or any other fixed part of the engine that may be
cover, especially if the engine worked upon its handiest, and the valve spindle is marked with
springs in running. its other end.
Slight alterations in the length of a rod can In Fig. 6 this position is shown, the piece of
usually be made by disconnecting the big end and
putting liners of thin metal between the brass
and strap if the rod is too long, or by taking a
little off the brass and so letting the small and big
end brasses get farther apart if it is required to
lengthen it. In the latter case it would be
necessary to put a liner at the back of the outer
brass or the cotter might go through the hole
too far.
There should be no necessity for such adjust-
ments in a running shed, but all the same
-occasions may arise when it becomes necessary
to carry out a few makeshifts.
When an engine has inclined cylinders it is
usual not to equalise the clearance at front and
Method of Ascertaining Positions of Slide Valves.
Tjack ends of the cylinders, the front clearance
being generally made greater than at the back tin being in the steam port at k, whilst the
end this allows for the sinking of the engine
; trammel has marked the spindle at /, a line being
on its springs, which will have the effect of scribed along the spindle on which all measure-
carrying the pistons further forward, when the ments will be taken. After making these records
clearances will become equal. With horizontal the tin is withdrawn from the front port and the
cylinders, also, some allowance is usually made valve moved forward until the tin can be put
for the lengthening of the piston rods as they into the back port in a similar manner, as at m
become warmed by their contact with the steam in Fig. 7, when the valve spindle is again marked
inside the cylinders. at n. The same series of marks is made with the
 ;

i88 The Locomotive Magazine, November 15th. 1906.

other valve, and all subsequent operations of
valve setting can be effected without the valves
being in place, as the marks already made are all
that are necessary.
The next operation is that of equalising the
lengths of the eccentric rods so as to give equal
port openings at either end of the cylinders.
The eccentric rods should be coupled up to the
slot link, etc., and all tightened up to running
positions, except that the taper pins should not
be too tightly driven home, as they will probably
have to come out several times before the work
is finally completed.
is able to examine his marks, which will show
him how far the eccentric rods are out of truth.
To carry out this examination a small pair of
dividers is used, one leg being placed in one ot
the pop marks / or n on the valve spindle, and
the other leg opened out until the point exactly
touches the extreme mark where the soot has
been removed by the trammel point, as shown in
Fig. 8.
The distance separating the points of the
divider will show the port opening, and can be
measured on a rule and this dimension put down
for each port or a plate, Fig. 9, suitably divided
;

The engine is put into fore gear with the lever up and marked for each port and gear, can be
in the running position, and the driving wheels marked with an This latter method is the
arc.
are turned in a forward direction. Each port one usually adopted. The plate being of sheet
mark is dealt with in turn by the valve setter, metal, generally of brass, can have the marks
who applies the flame of a torch lamp to the cleaned off after the engine is done, and so can
spindle, so as to give a thin coating of soot on be used again and again.
which his marks can be made, and which can The plate is stamped to indicate each port and
also be easily erased ready for his next trial, if gear, so that care must be taken to scribe the
that should be necessary. port marks in their right places, or confusion will
ensue. Each side of the engine is dealt with in
n this manner in both forward and backward gear,^
4-+ and the plate will then present the appearance
shown in Fig. 10. From the completed plate
each port opening can be measured off with a
rule and corrections made in accordance with the
Fig 8 results arrived at. To take a typical instance,
Making Port Marks on Valve Spindle. the port openings will measure in fore-gear^ —
As the engine wheels revolve, the valve spindle R.H.F. port 1 +
-3^ in., R.H.B. port
| -k in. +
will also slowly move backwards and forwards. L.H.F. port f +
-h in., L.H.B. port ^ in. bare
The valve setter can catch one port with his in back-gear, R.H.F. port M in., R.H.B. j'g in.,
trammel and pass the point of the trammel across L.H.F. port -t- -h in., L.H.B. port -^^ in. full.

and across the spindle, which will take off the
soot at this point. When the valve spindle has
reached its extreme limit ot travel,
shown by the cross marks, and when the spindle
commences to return, the trammel will be with-
drawn from the pop on the cylinder and put in
that on the other side of the engine ready to
catch the next port, which will be on that side.
The four ports are thus dealt with in succession,
and the markings on the valve spindles will be
somewhat as shown in Fig. 8. The revolutions
of the driving wheels are stopped, and the setter
LEF Rl ;ht.
FORE GEAR.
F.R BP F.PT BP.
In making corrections, it must always be borne
in mind that the rods be left -h in. short, so that
which will be the front ports in all cases will show jg in. more
opening than the back ports, to allow for the
lengthening of the valve spindles, etc., when
heated.
It will be seen at once in the instance quoted
that the left hand fore-gear eccentric rod is too
long, as the opening of the back port is greater
than that of the front port. The right fore-gear
rod is too short, as there is too great a difference
between the openings. The left back-gear rod
LEF Rl
FORE GEAR

BACK GEAR. BACK GEAR

TP. BP B.P

ENGINE t
ENGINE t « 2i6.
Fig 9 Fig 10 Ftg II

PRErARATION OF Pl.\TF. ShOWINO PORT OPENINGS AND LeAD IN A LOCOMOTIVE MOTION.

 November 15th, iqo6. The Locomotive Magazine*
is correct, and the right back-gear just a trifle
short. These inaccuracies can be read off with-
out any measuring, but of course necessary
it is
to get the exact figures make the
in order to
required adjustments, and even then the amount
that the rods will have to be altered varies con-
siderably on different types of engine, due to
such causes as, for instance, the point at which
the eccentric rods are coupled to the link, top or
back, the length of link and other varying
characteristics. Sufficient accuracy will
obtained, for the purposes of this description,
however, if the difference between the port
openings be taken and A-in. deducted from or
added to the result, according to whether the
alteration is required in forward or in backward
gear. For example, the left fore-gear rod must
be shortened (M — *t =
-iV
-f- -h
=
^-in.j ^ of an
inch The right fore-gear rod must be lengthened
— —
.
(M ¥i -h = -3%) ih of an inch. The left back-
gear rod is correct, and the right back-gear rod
must be lengthened A-in. full
When these rods have all been taken down and
adjusted by the smith they mustibe put up again
and tried over in the same way as before, when
the readings will probably be as in Fig. 1 1 which , very slowly.
is taken from an actual plate, and one which has
all the port marks so far described, as well as
others now to be dealt with.
It will be seen that the back ports receive a
little greater opening than the front ports in full
gear, whilst they have less in positions nearer
mid-gear. These irregularities of port openings
are inseparable from the ordinary link motion,
and are due to the alterations in the angularity
of the rods in different positions of the gear, and
to the influence that the back-gear rods have on
the fore-gear ones, and vice versa.
The next operation is finding the lead. To do
this we shall require the dead centre again,
therefore place the engine on any one of them,
by setting the driving wheels by the trammel
from frame to mark / on the tyre (Fig. 4), and
with the other trammel mark the valve spindle
for the port corresponding, viz., if the right crank
is on the front dead centre mark the lead at the
right front port mark, and then move the driving
wheels round to the next mark, and mark the
lead on the valve spindle for that port in a similar
way, and so do the four ports alike.
Take the compasses and measure off the dis-
tances between each port mark and lead mark,
and mark the plate as in Fig. 11, when the two
smallest semi-circles for each pair of ports show
the lead. It is seen to be largest at the front
port, as when the rods are hot, as mentioned
before, they will be longer and thus tend to
equalise matters.
If it should happen that the lead is not as it
should be, it will be necessary to alter the
position of the sheaves on the axle to correct it,
as the lead depends upon their position. The
angular advance would have to be increased to
give a larger lead, and decreased to give a
smaller lead.
If the engine is fitted with screw reversing
gear it is usual to scribe the indicator plate with
marks corresponding with the percentage of the
full stroke at which the engine is cutting off.
The marks are obtained from the engine itself
be after the valves are set. To arrive at these
results the engine is prepared by securing a plate
in such a position that an indicator attached to
one of the crossheads can move along the plate.
The engine wheels are revolved until the total
travel of the crosshead, indicating the length of
stroke, has been registered by marks made on
the plate. This distance is then divided up into
100 equal parts, which will give the percentages
of cut off. The engine is moved into such a
position that the crosshead indicator will be on
one of the marks, say 25 per cent., and the port
mark trammel is placed in its pop mark on the
cylinders, and the proper port mark oil the
spindle observed while the engine is reversed
This will move the valve spindle
along, and when the rnark on the spindle is
exactly reached the act of reversing is stopped,
,
and the indicator plate attached to the reversing
screw scribed with a mark corresponding with
the position of a pointer fixed to the nut on the
reversing rod.
The reversing gear is again moved until the
point of cut off is in a similar way shown for the
back gear and the indicator is again scribed.
Each percentage of cut off required is then
obtained in an exactly similar way, and the
reversing gear indicator marked as before.
When all the marks required are obtained a
permanent indicator is made by deeply cutting
marks and stamping them with the percentage
figures, so that the driver may know exactly the
point in the cylinders his pistons have reached
before the steam is cut off.
All the pins will now be driven home in the
motion and split by opening their lower ends, all
nuts checked and split pins put in, and the
operation of setting the valves is completed.
The plate. Fig. 11, should be handed over to
the foreman by the valve setter for entry in a
book in which all the port marks are copied off
tor future reference if required, and the plate can
be cleaned by rubbing the scratch marks off, ready
for another engine's record.
Tenders for Electric Street Railways at
Rome. —
The Municipal Council at Rome are prepared
to receive tenders for the construction and operation
of the new Street Railways at Rome. For information,
apply to the " Sindaco di Roma." Tenders to be
delivered not later than December 31st, 1906.

I go
Six-wheels Coupled Goods Locomotive, No.
GOODS LOCOMOTIVE
The accompanying illustration shows one of a
series goods locomotives, Nos. 361-380,
of 20
built by Messrs. Neilson, Reid & Co., to Mr.
James Hanson's designs for the above railway
in 1900. They have the following leading di-
mensions cylinders 8-in. in diameter, with a
: 1
stroke of 26-in. diameter of coupled wheels 5-ft.
;
i|-in. ;
wheelbase, leading to driving, 8-ft.,
driving to trailing, 8-ft. lo-in., total i6-ft. lo-in.
boiler, length of barrel lo-ft. lof-in., maximum
internal diameter 4-ft. 3-in. height of boiler
; meeting last year, and it will be again discussed
above rails 7-ft. 3-in. ;
tubes,
length ii-ft. diameter if-in.
2f-in., heating
surface, sq. ft., tubes 1097 sq. ft.,
firebox iii
total 1208 sq. ft.; grate area 18 sq. ft.; boiler
pressure 165 lb. per sq. in. weighc of engine,
; and carriage and wagon workshops of India
on leading wheels 14 tons 4 cwt., driving wheels
15 tons 13 cwt., trailing wheels 13 tons, total
42 tons 17 cwt.; tender, capacity of tank 2500
gallons, coal 5 tons, weight full 32 tons 3 cwt.
These engines are fitted with steam reversing
gear, steam sanding apparatus and the vacuum
automatic brake. They were practically identi-
cal with Mr. J. Hanson's standard goods engines
of the period, but with slightly larger boilers
and fireboxes.
A Railway Weighbridge for Mashona-
LAND. —
The Hashonaland Railway, which is a
continuation of the line from Beira, now has a
combined weighbridge, designed to weigh a
single load of 30-tons upon either weighbridge, or
a combined load of 6o-tons upon the two. The
whole has been manufactured by Hessrs. W. & T.
A.very, Ltd., of the Soho Foundry, Birmingham.
;
The Locomotive Magazine, November 15 th, 1906.
365, Glasgow & South "Westeen Ry.
G. & S. W. RY. THE INDIAN MECHANICAL AND
SKILLED LABOUR MARKET.
In the Indian mechanical and skilled labour
market at the present day the demand is ad-
mitted to greatly exceed supply. The Com-
mittee of Locomotive and Carriage Superin-
tendents of India, Burmah and Ceylon, who, as
a body, represent a considerable portion, if not
the majority, of employers of skilled labour in
the Indian Empire, went into the question of
this deficiency very thoroughly at their eighth
number 231, at the next meeting of the members, to be held
; towards the end of the present or beginning of
the new year.
In every one of the large railway locomotive
there is, at the time of writing, a dearth of com-
petent skilled mechanics of practically every
class, not only at the benches but also in the
subordinate supervising grades of chargemen,
leading hands, assistant foremen and foremen.
As a field for the mechanic in search of employ-
ment, or the energetic workman desirous of
raising himself beyond the usual thirty shillings
or two pounds a week, India offers opportunities
such as exist probably in no other country in the
English-speaking world. That the British rail-
way man appreciates the country once he has
tried it, is rendered evident by the number who
yearly arrive under covenant to one or other of
the great lines, a very small percentage of whom,
at the expiration of their agreements, vacate
their billets and return to England. By far
the greater majority avail themselves of the
leave which is due to them, visit their native
 —

November isth, 1906. The Locomotive Magazine*

country and then return to their Indian appoint- shown, the rates vary somewhat :

ments. Fireman (2nd class) . . Rs. 50 to Rs. 60

. . . .

Indian railways generally, though the con- ,, (ist class) after about 12 months Rs. 70 . .

ditions naturally vary somewhat on the different Shunter, after about years.
<(. .Rs. 100 . . . .

lines, offer far better pay, prospects and treat- Goods driver(2ndclass)afterabout i yearshunting Rs. 1 20
ment to the European craftsman than do the ,, ,, second year driving Rs. 140
Rs. 1 60
railways of his own country. A review of these ,,

,,
,,

,,
third year
fourth year .. Rs. 170 .
.

.
. . .

conditions should prove of interest not only to

Goods driver ( I St class) first year .. .. Rs. 180
the engineman or mechanic, but also to all ,, second year. .. Rs. 190 .

interested in railway matters and the general third year Rs. 200
„ ,, . . . .

economic aspect of steam locomotion, while a Passenger driver .. .. .. .. Rs. 210

comparision with the position of the Home ,, (by promotion) Rs. 220 . . . .

employee might not be out of place. Mail driver (by promotion) . Rs. 240
. . . . .

To take first the case of enginemen, in India
the European is seldom or ever started to work
as a cleaner on any line. Cleaning work is per-
formed by natives, the European being put to
firing from the start, even if totally without ex-
perience. His pay as a fireman varies, but runs
from Rs. 40 to Rs. 70 (the rupee may be taken
as equal to is. 4d. English money) per month,
and overtime which, provided the fiill month
worked, averages Rs. 25 for a 40 rupee man and
Rs. 40 for a 60 or 70 rupee man. On some of
the smaller lines he will probably not be more
than two years firing before being promoted to
the grade of shunter, when his pay will be from
Rs. 70 to Rs. 100 a month, plus Rs. 30 to Rs, 45
overtime allowance. If on the big lines, he will
be firing from 3 to 5 years before reaching the
shunter's grade and will probably have to put in
at least one year of this as a mail fireman. On
no line is he likely to be longer than one year
shunting and he will then become a driver. The
pay of drivers runs from Rs. 80 to Rs. 240,
according to the line and to the class of train
—
worked goods, mixed, passenger or mail with —
Rs. 40 to Rs. 200 a month overtime or mileage
allowance. Throughout, it should be borne in
mind that the railways of India offer permanent
employment and monthly pay to running men.
They seldom pay a daily wage, and it is excep
tional for men to be booked " spare " on account
of slackness of work.
Quarters, generally consisting of one room for
a bachelor and two or three for a married man,
are always provided at a rent which never
exceeds one-tenth of a man's pay (without
Compare these conditions with those under
which the engineman in England works, daily
—
pay no pay for days he is booked spare and —
the maximum usually drawn by a driver weekly,
say, £2, or Rs. 45 against the Rs. 100 or more
drawn by the Indian mail man when his overtime
is taken into account. In addition to this, the
Indian employee has all the advantages of com-
is fortable quarters at a nominal rent, steady work,
plenty of leave and assured prospects of steady
yearly increment as long as he gives satisfaction.
There is one disadvantage, the climate, but
many parts of India are quite as healthy in every
way as England, and in those which are not, and
where malarial fever is prevalent, the European
can, as a rule, by abstemiousness and strict
attention to hygiene, keep fairly good health
which he can recoup at frequent intervals by
taking his leave and spending it in some of the
mountain sanitoriums or on a sea trip.
Mechanics are, as a rule, engaged in the
various railway workshops on probation, and
during that period are paid at a daily rate
according to their qualifications and past experi-
ence. After a satisfactory trial extending over
two to six months, they are confirmed as per-
manent employees on a monthly wage. Tha
scale of pay for men locally engaged varies
-
similarly to that of enginemen. The following
table gives the rates paid by the railway already
referred to, and may be again taken as typical
of wages paid in all broad-gauge and the prin-
cipal metre-gauge shops
In charge of In charge o
Period. Pay. Single Pit. Double Pit.

overtime). Thus, a man on Rs. 100 would, even First year . Rs. 80 . .Rs. 100 . Rs. —
Second year qo 1 10
if married and occupying a two or three- .

Third year 100 120

roomed house, never be called upon to pay 1 20 160
Fourth year 140
more than Rs. 10 for it. A generous allowance
Fifth year
.

140 160 180

ot leave is given, both privilege and sick,
Sixth year 150 1 70 190
but, as the leave rules apply equally to work- Seventh year . 160 170 . 190
shop hands and running men, they will be Eighth year . 1 70 170 190
detailed further on. Ninth year 180 180 200
The following table gives the wages paid to Tenth year 190 iqo 210
European firemen, shunters and drivers on the Eleventh year. 200 200 220
largest broad-gauge line in India, and it may Twelfth year . 210 210 230
be taken as very typical, though, as has been Fitters and boiler makers are eligible for a
 192 The Locomotive Magazine. November 15th, igcb.

charge allowance, in addition to their salary, of ATLANTIC LOCOMOTIVES, NORTH

Rs. 20 when placed in charge of single pits, and
when in charge of double pits they receive a BRITISH RAILWAY
further allowance of Rs. 20. Overtime is
reckoned at the rate of time-and-a-half for any The accompanying photographic reproduction
time worked in excess of the ordinary working of the front end of one of Mr. W. P. Reid's large
hours, except on holidays, when i/8th day per Atlantic engines on the above-mentioned railway,
hour of the ordinary shop working hours is paid, which were illustrated and described in our July
and time-and-a-half for any period in excess of and August issues, shows in a remarkable degree
the working hours. When travelling on duty, the tendency of modern practice to reduce the
mechanics are allowed ordinary time for eight chimney of a locomotive to a mere stump. The
hours a day and double time in excess of these boiler centre is 8 -ft. 11 -in. above the rail level,
hours, plus a small night allowance for every and with the large diameter of boiler, the top of
night absent from home. the smoke box can be only an inch or so short of
Casual leave is allowed to all Europeans, 1 2 -ft. above the rails, so that the remaining
whether engine or shop men, to the extent of 14
days a year on full pay. Privilege on full pay is
allowed to the extent of one calendar month for
every 1 1 months on duty without interruption
(casual leave does not count as an interruption)
and may be accumulated to the extent of three
months. Privilege leave, up to this maximum
ot three months, may be combined with furlough
or sick leave, provided the total of combined
leave is not less than six months nor more than
21 months.
All Europeans are eligible for a first furlough
of six months after seven years service, and a
second or subsequent furlough after three years
further actual service dating from expiration of
previous furlough thus, after seven years' ser-
;

vice six months' furlough and for each sub-

sequent complete year's service one month but
;

a complete three years must intervene between

the return of a man from one furlough and his
departure on the next. Sick leave is allowed to
the extent of 60 days on full pay during a year,
any period over being on half pay.
These, briefly, are the inducements offered to
Europeans by one of the largest Indian railways;
while no other line offers quite such enticing
terms, many are but little less generous. Gen-
erally speaking, therefore, there can be no doubt
that the European engineman or mechanic work-
ing in India, provided he sticks to his work and
is steady and energetic, is in far better circum- End View of Atlantic Express Locomotive No. 868 " Aberdonian,"
North British Et.
stances than those of his class employed in
England. height available for the chimney is little, if any-
As already mentioned, there is, at present, a thing, more than a foot.
dearth of competent enginemen and mechanics As a supplement to our note on page 146 of
in the country, despite the number which is cov- the September issue, we give below the names
enanted from year to year. To men of the class allotted to the engines of this class Nos. 868 :

indicated, India offers steady and permanent
work under easy and remunerative conditions,
and for some time to come all who venture out
will find ready employment. In view of the
great expansion in railway development that is
taking place, there is no fear of the supply ex-
ceeding the demand, at least during the present
generation.
" Aberdonian," 869 "Dundonian," 870 "Bon-
Accord," 871 "Thane of Fife," 872 " Auld
Reekie," 873 "St. Mungo," 874 " Dunedin,"
875 "Midlothian," 876 " Waverley," 877
" Lidderdale," 878 " Hazeldean," 879 "Abbots-
ford," 880 "Tweeddale" and 881 "Borderer."
Several of the above names were previously
carried by engines of the 476 class.
 — ;
November 15th, /906.
THE LANCASHIRE, DERBYSHIRE &
EAST COAST RY. AND
The intention of the promoters of the Lanca-
shire,Derbyshire & East Coast Ry. was to con-
nect by a " Great Central Railway," as the
original prospectus of the line stated, the War-
rington Docks on the Manchester Ship Canal
and a port to be formed on the North Sea
coast at Sutton-on-Sea. Although only the
central portion of the proposed railway has
been completed, the acquisition of the line by
the Great Central Railway Co., which takes it
over on January ist, 1907, will be more or less a
fulfilment of the original idea
Immingham Dock and Grimsby,
class shipping facilities, at one end of the line,
and the whole of the traffic-producing area served
by the Great Central system at the other. To
the G.C.R. it will serve as an alternative main
Photo hy] The 4.05 p.m. Train, Chesterfield to Lincoln, crossimg Bolsoter Viaduct, Lancashire, Derbyshire^- East Coast Rt.
line to the East Coast from the London exten-
sion, reducing the distance from all stations south
of the new junction at Duckmanton to Grimsby
by 15 miles, and to Lincoln by 7 or 8 miles, and
by its assistance also avoiding the delays on the
congested Worksop route.
As is well known, the completed section of the
L. D. &E. C. Ry. main line runs in an easterly
direction across England, starting at Chesterfield
and ending at Pyewipe Junction, Lincoln. The
first portion from Edwinstowe to Lincoln was
opened on December 15th, 1896, and that from
Chesterfield to Edwinstowe, tog-ether with the
Clown branch, on March 8th, 1897, while the
further extension towards Sheffield of the Clown
line to the junctions with the G. and Midland
Rys. at Beighton was completed and inaugu-
rated on October ist, 1898. The Shirebrook
curve, giving the L.D. & E C. connection with the
Midland Ry. system, was opened March 20th, 1 899,
from which date the M. R. put on a through
service of passenger trains between Mansfield
The Locomotive Magazine* 193
and Edwinstowe. The Sheffield District Ry.
ITS LOCOS. (an offshoot of the L. D. & E. C. under the
the same management) allows the L. D. & E. C.
access to Sheffield by running over the Midland
Chesterfield, Masboro' and Rotherham line from
Beighton to Treeton Junctions, and thence via the
Sheffield District to Brightside Junction, whence
the passenger traffic is worked over the Leeds-
Sheffield main line into the Midland station at
Sheffield, but the goods traffic of the L.D. & E.C.
is dealt with at the large Attercliffe depot belong-
ing to the Sheffield District Ry., a branch half a
mile in length connecting it with the Midland at
Grimesthorpe Junction. The Sheffield District
i.e., the fine new Ry. has a length of 4 miles, and was formally
with its first opened May 21st, 1900.
The Chesterfield terminus of the L.D. & E.C. in
the market place is a commodious depot con-
taining four platforms and four roads, and is built
almost entirely on a lofty embankment. Im-
[J. W. Chapman
mediately after leaving the station the line passes
over the Midland Ry. main line, the Great
Central loop line from Sheffield to Annesley, and
the Derby to Chesterfield road, by a viaduct con-
sisting of steel girders of 115-ft. span over the
Midland Ry., and three steel spans over the
G. C. R. The remainder of the viaduct consists
of seven brick arches, some on the skew and
varying in span from 30 to 58-ft. It is 68-ft.
high from foundations to rail level. heavy A
cutting, 65-ft. deep at the deepest part, is met
with soon after crossing the viaduct. The next
big work is Duckmanton tunnel, about 500 yards
in length. Near Duckmanton, connection is
being made with the Great Central main line
C from Manchester to London, which is at a lower
level, by means of a " flying " junction, in order
to obtain a better exchange of traffic between the
two systems.
Five miles from Chesterfield the line crosses
the Bolsover valley by an eight arch viaduct
each arch has a 35-ft. span, and is 8o-ft. high
 194 The Locomotive Magazine.
Fhoto hy Langwith JiNCTiON, La.ncarh I UK,
Chestkrfield Line on Lift.
from foundation to rail level. Shortly after this
the line pierces the hill upon which Bolsover
Castle stands, by the Bolsover Tunnel, which
ranks among the longest in the country, being
I mile 864 yards in length, and on a continuous
rising gradient of i in 120. East of the tunnel the
line descends through a deep rock cutting on a
gradient of 1 in 80 to Langwith Junction Station,
10 miles from Chesterfield. At Langwith the
Sheffield line goes off to the north, while the line
from the Midland at Mansfield joins from the
south. There is also a junction with the Great
Northern Leen Valley line. Extensive sidings
for marshalling the coal traffic from the Dukeries
coalfield make this the busiest centre on the line.
The largest signal box on the line controls the junc-
tions here it contains 8 1 levers. Langwith is also
; fitting and erecting shop, with a capacity of
the principal locomotive depot, 22 or 23 engines
being generally stationed there. After leaving
Langwith there is a long stretch of embankment
to Warsop, which is the commencement of the
Photo by Kefairinq Shops, Tuxfobd, Lancashire, Desbtshiee
November isth, 1906.
Derbyshiue & East Coast Ry. Loco. I'ub. Co. Ltd.
Sheffield Line on Right.
" Dukeries " district. The line then skirts the
southern part of Sherwood Forest to Tuxford,
where exchange and storage sidings of con-
siderable magnitude have been laid down to
deal with the coal traffic destined for London ma
the Great Northern Ry. The junction with that
line is by a curve towards the north, while the
station for the exchange of passenger traffic
(Dukeries Junction) is on the high level, com-
municating with the G. N. station below at the
point of crossing. The workshops for repairing
the rolling stock of the line are located at Tuxford
and employ about 130 men. On referring to the
accompanying illustration, which is taken looking
in the direction of Lincoln, the building with the
sheer legs in front, on the extreme right, is the
dealing with four locomotives. To the left of
this are the smithy, brass foundry and fitting shop,
while at the north west corner of the block is
the engine house, containing a vertical engine
& East Coast Bt. Loco. Pub. Co. Ltd.
 November isth, 1906. The Locomotive Magazine. 195

by Messrs. Clench & Co., Ltd., of Chesterfield, and with the lamp, and not several feet above it, as is
a complete electric lighting installation. A saw- often the custom on the G. N. R.
mill stands in front of the engine house. The {To be continued.')
carriage and wagon repairing shops are at the
—
rear of the main block of buildings the former
SPRING CRAMP.
to the north with two roads and accommodation
for four carriages, heated throughout by steam
pipes, while the wagon shop with two bays and
In locomotive sheds, where sheer legs are not
provided, the changing of a spring is a very
four roads will take 20 wagons at a time. The
thankless job, especially on a tender, when the
locomotive offices are close to the works, at
latter happens to be filled with water and coal.
present under the charge of Mr. C. E. Bressey. In
the works a steam fire engine is kept, and a good
To obviate the process of "jacking," that is,
lifting the tender off the wheels, until the holes
supply of water is obtained from an artesian
in the spring and link coincide, a cramp as shown
well 630-ft. deep. The stores department occupies
in the sketch herewith may be used. The spring
a separate building to the south of the main
is inserted in one link and pinned up. Th(;
block. There is also a locomotive shed at Tux-
other end stands a certain distance above its
ford, ten engines standing there.
We noticed one rather unusual piece of repair
work in progress, at any rate as far as English
railways are concerned, and that is the practice
of piecing together the short lengths of boiler
tubes by means of a combined welding and roll-
ing machine. The results in practice, we learn,
are entirely satisfactory.
Beyond Tuxford the only work of any magni-
tude is the viaduct over the River Trent between
Clifton and Fledborough stations. It consists of
four river spans of i lo-ft. each, consisting of steel
girders resting on cast-iron columns filled with
concrete. Each side of the river are 30-ft. span
brick arches, there being 39 on the west side and
20 on the east side.
The line terminates in an easterly direction at
Pyewipe Junction, 38 miles from Chesterfield and
a mile and a half from Lincoln, where it joins the
Great Northern and Great Eastern Joint Ry.,
over which it has running powers to the Great
Northern station at Lincoln for passenger trains,
while most of the mineral trains go through Cramp used for Replacing Springs in Position.

over the G. C. R. line to Grimsby via Market

Rasen. link, due to the camber of the spring being more
Returning to Langwith Junction, the Sheffield when light than when the weight is on. The
line takes a northerly direction and is about cramp, which is of steel, say 3i-in. by i-in.
1 2 miles in length to the junction with the G.C.R.
section, is provided at one end with a foot, so as
at Beighton. For the first few miles there is a to have ample bearing surface on the framing.
heavy cutting through rock. Shortly before The adjusting screw at the top is brought to bear
reaching Clown the line is carried over the on the loose end of the spring, and the head is
picturesque valley near Welbeck by the Mark- revolved by means of a " tommy " bar inserted in
land Grips Viaduct, which consists of six stone the holes, thus pressing the spring down
arches. There is another heavy cutting beyond gradually on to the link.
Clown, and at Beighton the Spink Hill tunnel.
Here there are junctions with the Midland as An interesting series of 1 3 colored post cards has
well as the G. C. Ry. In addition to the main been issued to illustrate the scenic attractions of the
and branch lines we have described there are Lynton and Barnstaple Ry. This narrow gauge line
passes through some of the most beautiful scenery of
several colliery branches.
North Devon, and a careful selection of some of the
The station buildings are well up to modern best views en route has been made. Nearly every card
standard, while the permanent way consists of shows a little of the railway, but of special interest to
85 lb. per yard rails. The signals are similar railway collectors will be the " L. & B. Ry. train," and
to the Great Northern standard, with the im- also the stations. The coloring has been admirably
provement that the semaphore arm is in a line reproduced.
 196 The Locomotive Magazine. November isth, 1906.

Train of Vestibuled Carriages, Interstate Express, Victorian Rtr.

NEW INTER-STATE EXPRESS
CARRIAGES, VICTORIAN RYS.
By the courtesy of the Victorian Rys. Com-
missioners and the chief mechanical engineer,
Mr. T. H. Woodroffe, we are enabled to illustrate
herewith the nevy train recently built at the
Department's workshops at Newport, near Mel-
bourne, for service on the Victorian portion of
the Inter-State Express between Melbourne and
Sydney. This is the premier train of the
Australasian Colonies, and the new cars are likely
to sustain its reputation.
The train is vestibuled throughout, the com-
partment system being retained with wide side
corridors and four external doors as shown. The
previous vestibuled stock had doors to and
opposite each compartment, but for a service of
long non-stopping runs this has been deemed
unnecessary, and a stronger design of body
framing and better lighting of the compartments
has been rendered possible.
The new stock comprises ist class (48 passen-
gers),2nd class (72 passengers), composite ist
and 2nd class (56 passengers), and observation
cars (33 passengers) and luggage vans. The cars-
all run on six wheel bogies, and are 74-ft. long
over vestibule face plates, with the exception ot
the vans, which are 63-ft., and g-ft. 6-in. wide.
The average weight is 34 tons.
The underframes are of steel throughout, teak
being used for the outer body framing, and
Tasmanian blackwood for the internal framing,,
while most successful results have been achieved
by the use for the ist and 2nd class interior
panelling of Queensland cedar and New Zealand
kauri respectively. Colonial leather is used in
both ist and 2nd upholstering.
Pintsch's gas lighting is provided throughout^
with incandescent mantles, and as in all Victorian
rolling stock, passenger and goods, the Westing-
house brake is completely installed. The floors
are covered with rugs, with tiles in the lavatories.
The compartments are decorated with mirrors-
and scenic photographs. Special precaution has
been taken to minimise dust, draughts, noise and
vibration, and in short no effort has been spared
to secure the comfort and safety of the passengers.
The most novel introduction, perhaps, is the
observation car, which contains an observation

1st Class Vestibuled Corridor Carriage for Interstate Express, Victorian Uys.

November isth, 1906. The Locomotive Magazine,
Yestibuleu Brake and Luggage Van, for Inter-State Express, Victorian Rys.
room with large windows and an enclosed rear
platform. This car will of course be always
be placed at the rear of the train.
The engine shown at the head of the train,
though not of the standard express class, is also
of the Department's own design, built at New-
port. It is of the "D" " (4-6-0) class, with i8-in.
by 26-in. cylinders, 5-ft. drivers, and 175 lbs.
boiler pressure. The standard express engines
are of the A'^ " class (4-8-0), with 6-ft. drivers,
and were illustrated on page 27, Vol. IX, of the
"Locomotive Magazine. The "D''" class are of
a very useful " general purposes " type, finding
employment principally on light line passenger
trains, fast newspaper, goods, live stock and
excursion specials.
The working of the Inter-State express, after
due allowance is made for stops, slacks owing to
single line working, etc., entails a running speed
throughout of about 44 miles an hour over a
hilly and difficult road.
REVIEWS.
*'The Mechanical World Pocket Diary and Year
Book FOR 1907." 6d.net. Manchester: Emmott
& Co.. Ltd.
A number of new features will add considerably to the
popularity and utility of this practical little book. Some
concise notes on current locomotive practice, data on
the construction of reverberatory furnaces, and chapters
on gas and oil engines and suction gas producers have
been introduced, as well as new tables on worm gear,
wire ropes, crane hooks, chords of angles, etc. The
whole of the book has been reset with new type, and it
is well bound in cloth. It is a remarkably cheap book.
" Modern Gas and Oil Engines." By F. Grover,
A.M.I.C.E., M.I.M.E. s/- net. Manchester : T\i&
Technical Publishing Co., Ltd., 287, Deansgate.
This is the fourth edition of a practical treatise
dealing with the design of gas and oil engines. For the
practical man the book should be of value, as it
embodies the whole of the principles underlying the
design, construction and working of gas engine plants,
.
197
the various types of modern small and high power gas
engines, and explanations as to how the leading dimen-
sions may be calculated.
In view of the growing interest in the subject, con-
siderable space is devoted to consideration of the uses
of producer gas and acetylene in combustion motors.
The second part of the book deals with petroleum
engines. A
brief description is given of the physical
properties of oils and oil engine vaporisers, and practical
hints on testing oil engines.
''
Historic Locomotives, and Moving Accidents
'
'
BY Steam and Rail." By A. R. Bennett, M.I.E.E.
Paper covers 2/6, bound in cloth 3/6. London:
Cassell & Co., Ltd.
The beginning of this book is taken up with a series
of historical notes, which the author has collected, con-
cerning some of the leading types of express locomo-
tives of the mid-Victorian era, many of them from his
personal recollection, and also the narration of the
" moving accidents " in which some figured, like the
Abergele, Clayton Tunnel and Tay Bridge disasters.
The types of engines selected are illustrated in their
original colors by an excellent series of ten plates re-
produced from water color paintings by Mr. E. W.
Twining. Among these it is difficult to single out the
most deserving of special recognition, but in our opinion
the best are plates No. 3, L. B. & S. C. R. engine No. 1 22
(one of Mr. Craven's " Jenny Lind " type), and No. q,
of South Eastern outside cylinder Crampton engines
Nos. 85 and 92. The pictures furnish a realistic idea
of the smart little engines, with their bright colors
and handsome finish, that worked the crack trains of 50
years ago. Many of these relics of the past had long
careers, and it is interesting to read that one of the
L. B. & S. C. R. "Jenny Linds" fbuilt in 1853) is still
working in its original condition on the West Flanders
Ry. The other engines illustrated in color are the broad
gauge engine "Great Western," L. & S. VV. Beattie
" Milo," Caledonian Ry. 8-tt. single No. 83, Bristol
and Exeter tank No. 42, N. B. R. No. 224 (in Tay
Bridge disaster), L. & N. W. single "Prince of Wales"
(in Abergele smash), and S. E. R. inside cylinder
Crampton No. 137. The author has for many years
been a strong advocate of the formation of a national
collection of railway relics, and one object of this book
is to further the project.
 —— —

The Locomotive Magazine. November 15th, 1906.

—
Interior of Invalid's Carriage, Hungarian State Rys. This_ is a most completely fitted vehicle,
specially designed for the transport of invalids and their attendants. This view shows the invalid's
room, but there are in addition a completely equipped dispensary, and a compartment for the
traveller's attendants.

We have received a copy of the official guide and

timetables of the Bideford, Appledore and Westward Ho
The locomotive magazine.
No. 171. Nov. 15th, 1906.
Ry. The booklet attracts attention to that part of PUBLISHED BY THE
North Devon known as " Kingsley's Country," of which LOCOMOTIVE PUBLISHING COMPANY, Limited,
the town of Bideford may be taken as the centre. The 3, Amen Coknee, Paternoster Eow, London, E.G.
outlying villages mentioned in the guide include Telegrams : Locomotive Magazine, London. Telephone jffo, 3628 Central.
Westward Ho, Northam, Appledore, Instow, Clovelly, New York The Derry-Collard Company, 256-7, Broadway.
Hartland, &c. „ The Angus Sinclair Company, 136, Liberty Street.
Paris Ch. Beranger, 15, Rue de Saints Peres.
Geneva Georg et Cie, Kue Corraterie.
The L. & N. W. Ry. have issued a new booklet for —
Antwerp 0. Forst, 69. Place de Meir.
the guidance of American visitors to this country. Much —
Amsterdam J Acs. G. Robbers, 64, Nieuwe Zijds, Voorburgwal.
—
Bombay D. B. Taraporevala, Sons & Co.
interesting information is condensed in this book. —
Tokyo R. KiNOSHiTA, 17, TTnemkcho, Kyobashiku.
Historical places along the line have their salient Subscriptions, j
Ordinary Edition, 3s. per annum, post free,
features pointed out, while the beauty spots of the all partsof the world ) Art Paper Edition, 4s. per innum, post free.

districts served by the L. & N. W. R. are illustrated.
The general information appendix includes a list of
American terms and English equivalents, English
currency tables, abridged time and distance table,
nautical information, Transatlantic steamers, lighthouses
sighted on approaching Queenstown and Liverpool,
and British Customs tariff.
All coir vtunications regarding the Publishing and Advertisements to bt
Addressed The Manager, and correspondence relating to Contributions, etc.,
to the Editor at 3, Amen Corner, Paternoster Ro7v, London, E.C.
Rates for Advertisements can he obtained on application.
Cheques. Money Orders, etc., should be mnde payable to the Locouornrs
Publishing Co., Ltd., and crossed " London City 4 Midland Sank."
This Magazine can be obtained through Newsa'gcnts and Bookstalls through'
out the World.
Particulars of Back Numbers sent on application.
Complete Lists of Railway Books and Photographs post fret.
 :
THg irOgomoTiQe
Yol. XII. DECEMBER
RAILWAY NOTES.
Great Northern Ry. — Ten new eight-
coupled radial tank locomotives have recently-
been completed at Doncaster, numbered 147-156.
—
Midland Ry. The following 7 -ft. coupled
engines have been rebuilt with large boilers
Nos. 159 and 160 (i8^-in. by 26-in.), 1 50, 205, 1674
and 2438 (19-in. by 26-in.), 60, 66, 68, 139, 152
and 2640 (60 class) and 1739 (1740 class). Some
goods engines, as Nos. 2049 and 2056, have been
rebuilt with 6-ft. coupled wheels, necessitating a
a new arrangement of splashers and sand-boxes.
Some of the goods engines are now running
painted black.
Steam Eail Motor Train, Great Central Rt.
Great Central Ry. —The accompanying
illustration shows the method by which Mr. J. G.
Robinson proposes to utilise the old "Altrincham "
tank locomotives which have for some time been
outclassed for the rapidly-increasing weights and
speeds of suburban traffic on this line, and at the
same time still have several years' additional
life left in them. The trailer car on standard main
line bogies is arranged to permit of the driver
occupying the end compartment when running
carriage-first, and suitable rods and gearing
place him in complete control of the engine
when thus working. A number of old engines
are undergoing alteration for this new service.
Great Western Ry.—The following are the
latest additions tothe " County " class Nos. :
3806 " County Kildare," 3807 "County Kilkenny,"
3808 "County Limerick," 3809 "County Wex-
ford," 3810 "County Wicklow," 381 1 "County
of Bucks," 3812 "County of Cardigan," 3813
" County of Carmarthen," and 3814 "County of
Cheshire."
The following names have been allotted No. : gether, about 20 engines have so far under-
3072 "Bulkeley " (late "North Star"), No. 3079
(pflGflzine.
15th, 1906. No. 172.
"Eupatoria" (late "Shooting Star"), No. 182
" Lalla Rookh," No. 186 " Robin Hood " (given
in error last month), and No. 189 "Talisman."
Nos. 3292 and 3297 have been rebuilt with new
taper boilers.
London & North Western Ry. —The follow-
ing express locomotives of the "Experiment"
type have recently been built at Crewe Nos. :
1990 " North Western," 1991 " Palmerston," 1992
"President," 1993 "Richard Moon," 1994
" Scottish Chief," and 1996 "Tornado" (Crewe
Nos. 4624-9). Further engines of this class are
in hand, two of which, have been allotted Nos. 61
and 222, and work is commenced on a neWj^4-6-o
goods engine with 5 -ft. wheels.
Two errors crept into our notes last month.
No. 1395 is not a 4-4-2 tank, but a "Precursor"
tender locomotive, " Harbinger"; and No. 28 was
not a coal engine, but a 7-ft. 6-in. single, " Prom-
etheus." No. 1305 is the 4-4-2 tank referred to.
Forty-two of the 7-ft. 6-in. singles have now
been scrapped, leaving only 18 of these famous
engines. " Cornwall " is still being kept. Nos.
"Shamrock" and "Lucknow" have
1 67 1 1673
beenscrapped. Otherwithdrawals from service are
the following: Nos. 97 "Atalanta," iii "Russell,"
139 "Cygnet," 196 " Leander," 562 "Palmerston,"
803 "Tornado," and 834 "Elgin" (7-ft 6-in.
singles); 1305 "Doric" (y-ft. compound), 181,
616, 653, 1295, 2165 and 2210 (4-ft. 3-in. tender
mineral engines), and 1356, 1508, 1589, 1693, 1714
(special DX
goods).
All the six-wheeled " Special " tank engines,
hitherto on the duplicate list, are now being
brought back into the regular list and allotted
numbers below 3000. For instance. No. 3371
has been renumbered 2054, thus replacing
" Queen Empress," which is scrapped. Alto-
gone the change of numbering.

200 The Locomotive Magazine,
Lancashire & Yorkshire Ry. — Some slight
confusion crept into our October notes. The
new four-coupled tank engines referred to have
four wheels only, and saddle tanks, and are for
shunting purposes at docks, etc. Those completed
are Nos. 260, 813, 814, 821, 823, 825, 832, 840,
865 and 879 (works' Nos. 921-30).
The engines built for use as rail motors are
side tanks, and those now completed are Nos. 3-8,
which have been running in service during the
latter part of the summer.
The goods engines referred to in October issue
are practically of standard design, except that they
have no air pump and are fitted with taper
chimneys. Those completed are Nos. 41, 55,
115, 123, 246, 247, 255, 824, 881, 890, 60, 99, 261,
604, 829, 834 and 838, which are all in service.
The following Wright's 6-ft. bogie passenger
engines have recently been withdrawn from
service: Nos. 813, 814, 821, 823, 824,825,832,
840, 865, 879 and 881.
Dublin, Wicklow & Wexford Ry. After — Nos. II and 22 (D class) and Nos. 309-313
January ist, 1907, the name of this railway will
be changed to the "Dublin & South Eastern Ry."
South Eastern & Chatham Ry. Three — —
new standard passenger tank locomotives have
recently been put into service, Nos. 307, 321 and
326, the engines previously bearing these num-
bers having been put in the duplicate list.
The Metropolitan Ry. have ceased to work
their trains intoNew Cross (S. E. &
C. station),
and in future the service from Whitechapel to
that terminus will be worked by S. E. & C. tank
engines of No. 710 class, which are already fitted
with condensing apparatus.
The latest rebuilds are Nos. 103, 143, 215 and
232, bogie express, and 138, bogie tank, with
brass domes, and Nos. 303-4. No. 156 of the
first-named class has been hauling the various
Royal trains to and from Port Victoria this
summer.
Mr. W. M. Smith. —We regret to have to
place on record the death of Mr. Walter Mac-
kenzie Smith, the originator of the Smith system
of compounding locomotives, and of various
other improvements in locomotive design. Mr.
Smith was born at Ferryport-on-Craig in 1842,
and his early engineering training was obtained
with Glasgow firms. For some time prior to
1874 he was employed on the Great Eastern Ry.,
and at that date he was appointed locomotive,
carriage and wagon superintendent of the Imperial
Government Rys. of Japan, being the first British
locomotive engineer in that country. In 1883 he
returned to England to take charge of the
arrangement of the workshops and machinery of
the North Eastern Ry. at Gateshead.
"
December isth, 1906.
North British Ry. —Twelve engines or a
new class, four-coupled with leading bogie, are
to be built for express meat and fish traffic and
for service on the West Highland section. They
will have boilers similar to the No. 322 class of
passenger engines, but with safety valves on the
firebox and square cabs, and the driving wheels
will be 6-ft. in diameter.
London, Brighton & South Coast Ry. —
Another ten-wheeled tank engine has recently
been completed similar to No. 595, and is now
engaged in running trial trips. It differs slightly
from its predecessor, having a clerestory roof to
the cab and an iron door between the eye-glasses
at the back, and the condensing exhaust pipes
are brought down below the running plate and
enter the tanks from below. Another feature is
the use of the Westinghouse pattern brake handle
in place of Mr. Stroudley's modified form. The
number of the engine is painted in large figures on
the bunker, which will be the practice in future.
(D2 class) have been withdrawn from service,
and No. 53 " Aohtcad has been re-named
"Richmond." '-S'ra^v"
Our January Issue, 1907. As is usual, with
our January issue will be supplied the index to
Vol. XII., and in addition it will consist of a
largely-increased number of pages containing
colored illustrations of the latest English, Scottish
and Irish express trains, an article on the famous
" Sharpie " class of narrow-gauge express loco-
motives on the G.W.R., and other interesting
special matter. The price of the issue will be
4d., including the index ; art paper edition 6d.
Photo hy Harold £. Jefferiss.
The Innsbruck Express leaving Feldkirch,
Austrian State Rys. Locomotive as illustrated
in Vol. IV., page 77.

December 15th, iqo6.
n'EiCHr: is.0.0.
Diagram oi Six-covplkd Bogie Mixed Traffic Locomotitf. Xo.
SIX-COUPLED BOGIE MIXED
TRAFFIC LOCO, CALEDONIAN RY.
Mr. J. F. McIntosh, the capable locomotive
superintendent of the above-mentioned railway,
is evidently so well satisfied with the suitability
of the 4-6-0 type of engine for working the
heavy traffic of the line that, in continuation of
the policy which started with the introduction of
the six-coupled " Oban bogies" and the still
larger Nos. 49-50, he has this year introduced no
fewer than three different classes of six-coupled
engines. The two already illustrated were slight
modifications of the 55 and 50 classes, but the
third type, of which a reproduction is here
shown, strikes an exact balance between the
goods and express types, and to that extent we
are justified in anticipating the designer in
describing them as for mixed traffic. There are to
be ten of the class, the first. No. 908, being named
"Sir James King," out of compliment to the
Chairman of Directors.
These engines have the following
leading
dimensions cylinders
: 19-in. in diameter by
26-in. stroke wheels bogie 3-ft. 6-in. diameter,
; :
coupled 5-ft. 9-in. diameter wheelbase bogie ;
Six-couPLKi) Bogie
;
The Locomotive Magazine. 201
IS. 10.0. Enome !dtj/: 69. 0. 0. /2.S.O. /3.S.O. Tender: 33. P.O.
fl08, Calkdonian Ry.
5-ft. 9-in., coupled
wheels 13-ft. 4-in., total
25-ft. lo^-in. length of barrel 15-ft.
; boiler:
8jVin., diameter 5-ft. 3^-in., height of centre
above rails 8-ft. 6-in. 242 tubes, 14-ft. iij-'^g-in.;
long by 2 -in diameter heating surface firebox
; :
128 sq, ft., tubes 2,050 sq. ft., total 2,178 sq. ft.
grate area 21 sq. ft.; working pressure 180 lb.
per sq. in. total weight of engine in working
;
order 64 tons, and of tender 38 tons, the latter
having a capacity for 3,570 gallons of water and
4^ tons of coal. The construction and general
design of these fine engines is approximately
similar to that of the larger No. 903 class
described in our issue of July last.
Southern Pacific Ry.— This line is now
equipped with a hospital car 67-ft. long and 9-ft.
8-in. wide. The operating and dressing rooms
occupy 26-ft. of the length, and there is a ward
with tjerths for 12 patients. The rear of the car
is an observation room, with state rooms for
doctors and nurses. At the front is the kitchen,
a refrigerator room and the attendants' quarters.
When out of use the fittings of the berths are
packed below the floor. There is, of course, a
: complete dispensary and surgical outfit.
Mixed Traffic Locomotive No. 908 "Sir James King," Caledonian Ey.
 — —

202 The Locomotive Magazine* December isth, iqo6

RECENT LOCOMOTIVES OF THE with the Schmidt superheater, and had the fol-
BELGIAN STATE RYS. lowing leading dimensions cylinders (fitted with
:

piston valves) 18^-in. in diameter by 24-in. stroke;

{Cof!c/uded from page 149.)
diameter of wheels bogie and trailing radial
;

3-ft. 6-in., coupled 5-ft. ii-in. total wheelbase

;

Before concluding- this account of the new 28-ft. o|^-in.; total length over buffers 39-ft. 2-in.;
locomotives of the Belgian State, mention must heating surface: firebox 1 26*16 sq. ft., tubes
744-50 sq. ft.,
total 870-66
sq. ft. grate
;

area 27-12 sq.

ft.; heating
surface of sup-
erheater 183
sq. ft.; the
boiler had a
diameter of
4-ft. 4-in., and
contained 132
flue tubes
lo-ft. 3-in.
long and 2-in.
in diameter,
Fig. 13. Ten-wheel Side Tank Passenojsr Locomoti\'e, TyrE 15, Belgian State Kts. and 15 super-
heater tubes
be made of the two types of tank locomotives of the same length and 5-in. in. diameter; working
known as types 15 and 23. pressure 175 lb. per sq. in. With 1,432 gallons
Engines of the former type have been in ser- of water in the tanks, and 3^ tons of coal, the
vice for some time. The first of the class was total weight of the engine is 64 tons, of which
exhibited at the Paris Exposition of 1900, and 32 tons are available for adhesion. No. 1061
illustrated in our issue of January, 1901, p. 12. has its boiler centre 8-ft. i^-in. above the rails,
There are now about 115 of these at work, the as compared with 7 -ft. 8j-in. in the earlier
first 50 being as then illustrated, with com- engines with deeper fireboxes. All these engines
paratively deep fireboxes between the two coupled are employed on suburban traffic.
axles. The later engines, 65 in number, are of The locomotives of Type 23 are illustrated in
the modified class shown here in Fig. 13, with Fig. 14, and as can be seen, they are eight-
longer and shal-
lower sloping fire-
boxes extending
rearwards over the
trailing coupled
axle. Other differ-
ences in detail may
be noticed in a com-
parison of the two
outlines, as for in-
stance the increased
height ot the boiler
centre and a greater
length over all,
though the wheel-,
base of both classes,
is the same. All h's
these engines were Fig. 14. Eight-coupled Side Tank Locomotive, Type 23, Belgian State Eys.
built between the
dates 1 900- 1 903, except two, Nos. 1 060-1, which coupled side tanks with outside cylinders. Their
were built in 1905 at the Ateliers du Thiriauat la leading dimensions are as follows cylinders :

Croyere and the Ateliers Zimmermann Haurez at 19-in. in diameter by 23f-in. stroke, actuated by
Monceau sur Sambre, respectively, and exhibited ordinary D valves and Walschaerts gear;
at Liege in that year. No. 1,061 was provided diameter of wheels 4-ft, i|-in. total wheelbase ;
 December 15th, 1906.
14-ft. i f-in. total length over buffers 34-ft. 2,j-in.;
; Brussels, who has furni.shed the illustrations and
internal diameter ot boiler barrel 4-ft. 6-in.,
height of centre above rails 7-ft. 8|-in. 264 tubes
1
1 long and 2-in. in diameter; working
-ft. 6-in.
pressure 175 lb. per sq. in.; heating surface;
firebox 97-1 sq. ft., tubes 1,25274 sq. ft., total
i.349'84 sq. ft.; grate area 24' i sq. ft.; with
1,542 gallons of water and 3 tons of coal the total
weight of engines of this class is 65!^ tons. There
are 65 engines of this type in service, which
replace the older eight-coupled engines built in
1870-4, which are now in process of withdrawal.
Despite their ample dimensions, they are none
too powerful for the special work of hauling
express trains up the inclined plane at Liege,
where it is found necessary to employ three
—
locomotives one at the head of the train and
two of Type 23 acting as "pushers." Otherwise
they are used to haul goods trains over certain
F')UK-\VHEKI.S (.
sections, and it has been suggested that they also
should work passenger trains, those most recently
built being fitted with the quick-acting Westing-
house brake for this service.
In addition to the various types rfeferred to in
this series of articles, a number of shunting
engines have been built of the class illustrated
in our issue of June, 1898, p. 86, but with more
modern chimneys, and the later examples have
been equipped with steam-heating apparatus for
warming up trains previous to starting on their
journeys.
Since 1900 more than 900 locomotives have
been builtfor the Belgian State system, and
many others are now in course of construction.
Our esteemed correspondent, M. A. Jacquet, of
The Locomotive Magazine, 03
particulars for this series of articles, wishes to
;
express his indebtedness for his information to
the Bureau of Management of the State Rys.
and to the firms of builders who have so largely
contributed to the equipment of this important
system of railways with up-to-date and note-
worthy locomotive stock.
OLD LOCO., NORTHERN COUNTIES
COMMITTEE, MIDLAND RY.
The accompanying illustration shows the
oldest engine now at work on what was until
recently known as the B. & N.C.R., and one of
the oldest in the British Isles. Originally con-
structed by Messrs. Bury, Curtis & Kennedy in
1847, it was one of the original engines of the
Belfast & Ballymena Railway. When rebuilt
OUPI.ED PaSSENCJER LOCOM n J I VK No. 4, NoKlUFJtN UOINIJI-- < (iMMl)lEE, MlDLANl> EY.
at the Belfast works of the B. & N.C. Ry. in
187 which date it bears on the number plate,
I,
the type of the engine was considerably altered,
plate frames being substituted for the bar framing,
while the original " Bury " boiler was superseded
by one of ordinary type. It was again rebuilt
at Belfast in 1887, as illustrated. Now super-
seded by one of Mr. Malcolm's large standard
compound bogie engines. No. 4A is working out
an honoured old age with passenger trains on
the Dungiven branch. The tender is not the
original, but one taken from an engine built by
Messrs. Sharp, Stewart Co. in 1856. It is
also interesting as being one of the last survivors
of this design once common on almost alL
British railways.
 204 The Locomotive Magazine. December 15th, 1906.

THE LANCASHIRE, DERBYSHIRE & The weight in working order is 58 tons 4 cwt.
EAST COAST RY. AND ITS LOCOS. They are fitted with the Gresham & Craven com-
{Concluded from page 195.) bined steam brake valve and vacuum steam
ejector, theformer working the engine brake and
the latter that on the train. As thes^ engines
The 34 engines comprising the locomotive stock come in for heavy repairs they are fitted with
of the L.D. & E.G. R. which will be taken over by Belpaire pattern fireboxes, as shown herewith.
the Great Central Ry. are all tank engines of four Engines Nos. 9 to 12 constitute the " B " class,
and were built by Messrs.
Kitson & Co. in 1897-98 for
shunting and light work.
They are six wheels coupled
side-tank engines with cyl-
inders 17-in. diameter by
26-in. stroke. They have
4-ft. 3-in. diameter driving
wheels, and the boiler pres-
sure is 160 lb. per sq. in.
In 1897 Messrs. Kitson &
Co. designed and constructed
the " C " class of passenger
engines, of which there are
six, Nos. 13 to 15 being built
in 1897, and Nos. 16 to 18 in
1 898. They are four-coupled
engines with a trailing bogie,
the leading and driving
wheels being coupled. The
diameter of the coupled
Fhoto hy Six-coun.ED Kadial Tank Nci. 7, Cla-^s A, lii.ui I,. D. & E. C. Ky
wheels is 5 -ft. 6-in., the
distinct types. The
original motive power con- bogie wheels being 3-ft. in diameter. They have
sisted of eight engines, numbered i to 8, con- cylinders 17-in. in diameter by 24-in. stroke; the
structed by Messrs. Kitson & Co. in 1895, under boiler pressure being 160 lb. per sq. in. There
the supervision of Mr. C. T. Broxup (now loco, are 174 tubes with an outside diameter of i|-in.
superintendent of the Manila Ry. j. illustrated We in the boiler, giving a heating surface of 866'8
one of these engines in the
"Locomotive Magazine,"
Vol. page 126. They are
II.,
known as the "A" class and
have six wheels coupled with
a trailing pair of radial wheels.
The inside cylinders are 1 8-in.
in diameter with a stroke of
26-in., the driving wheels are
4-ft. 9-in. diameter, and the
radial wheels 3 -ft. 9-in. The
total wheelbase is 22-ft. 6-in.,
the leading to driving centres
being 7-ft. lo-in. apart, the
driving to trailing 7-ft. 2-in.,
and the trailing to radial 7-ft.
6-in. The radial axleboxes
have inches play on either
3
side. The heating surface of
I'huto hy Six-coDPLED Tank Locomotive No. 10, Class B, L. D. & E. C. B,v. liOco. I'ab. Co. Ltd.
the tubes is 1,142 sq. ft., and
that of the firebox 107 sq. ft., giving a total area sq. ft., which, added to the 94*3 sq. ft. of the fire-
of 1,249 sq- ft. The grate area is 21 sq. ft., and box, provide a total of 961 "i sq. ft. The grate
the working pressure is 170 lb. per sq. in. The area is 1 6"6 sq. ft. The side tanks have a capacity
side tanks have a capacity of 1,825 gallons, while for 1,300 gallons, and the bunker carries 2 tons
2h tons of coal can be carried in the bunker. of coal.
 December 15th, 1906. The Locomotive Magazine. 205

The weight of these engines in working pipe is used, and in consequence the fire is not
order is 50 tons. disturbed by a heavy blast. There is certainly
The "A" class having proved so satisfactory, a marked absence of vibration when running,
a further 10 engines of this type, numbered 19 to and the engine steams freely.
On the occasion of the King's
recent visit to Rufford Abbey,
he travelled from King's Cross
to Ollerton Station on the
L. D. & E. C. R. The L. &
N.W. Royal train was used,
consisting of six heavy bogie
carriages. It was worked
from London toTuxford (G.N.
station) by the G.N. Company,
and was then taken in charge
by the L.D. & E. C.,over whose
line it travelled to Ollerton.
On previous occasions the
L. D. & E.C. Co. worked the
train with two of the passenger
FoxrR-cocpi,ED Bogie Locomotive No. 16, Class C, L. D. & E. C. Rv engines, but on this occasion
No. 26 worked the train easily,
28, were built during the years 1901 and 1902 by unassisted, round the junction curve of 15 chains
Messrs. Kitson & Co. They are identical with the radius at Tuxford up a rising grade of i in 132
earlier engines of the same class, except that they for 37 chains on to Ollerton.
^11 had Belpaire fireboxes when built. It may be mentioned that the fitting of the
No. 26 has been fitted with Marshall's patent Marshall gear has not entailed any alteration of

Flioto by Six-cocPLKD Radial Tank Loi omotite No. 20, Ceass A, w riu JMah.shali.'.s Yalte Gear, L. D. & E. C. Rt. lLuc.il. I'lih. L'u. Ltd.

valve gear, by the application of which it is stated the existing cylinders and slide valves.
the hauling capacity is increased by 20 per cent., Running powers over the G.C.R. from Lincoln
as compared with a similar engine fitted with the to Grimsby were first exercised in July, 1901,
Allan motion. With the new gear a larger blast and a considerable development in the mineral
 206 The Locomotive Magazine,
traffic followed, consequently more powerful
engines were required; therefore the D class of
six-coupled bogie engines were built in 1904-5 by
Messrs. Kitson & Co. There are six in this series,
Nos. 29 to 34, and they are among the largest tank
locomotives working in this country. The cyl-
inders have a diameter of 19-in., with a 26-in.
stroke, driving the middle pair of coupled wheels,
which are 4-ft. 9-in. in diameter, and the bogie
wheels 3-tt. diameter. The fixed wheelbase is
i6-ft. 6-in., and the total wheelbase 29-ft. 6-in,
The boiler carries a working pressure of 180 lb.
per sq. in., and has a heating surface of 1,560 sq.
ft., 1,436 sq. ft. being furnished by the tubes, and
124 sq. ft. by the firebox. The grate area is
1
2 '75 sq. ft. The boiler contains 252 tubes of
mild steel, solid cold drawn, i|-in. external
diameter, swelled to ix|-in. at the firebox end,
Photo
expanded at both ends and beaded. The
balanced slide valves are on top of the cylinders
operated by Allan straight link motion with
rocking arms.
The engines carry 3,000 gallons of water, each
of the side tanks having a capacity of 812^
gallons, and the bunker tank 1,375. The bunker
also holds 4^ tons of coal. These engines all
have extended smokeboxes and fireboxes of the
Belpaire type. Two (Nos. 29 and 30) have brake
gear applied to the bogie wheels. The weight
in working order is 77 tons 2 cwts., of which 52
tons 8 cwts. are on the coupled wheels. The rear
buffers are fitted with elliptical heads, the move-
ment of the frame at such a distance from the
fixed wheelbase being considerable.
These engines regularly work through from
December isth, 1906.
Langwith Junction to Grimsby with trains of 45
loaded coal wagons and a 20 ton brake, equivalent
to 744 tons.
All the engines are fitted with the vacuum,
steam and hand brake. Siren whistles, similar
to the Caledonian, are fitted. Black is the color
adopted by the L. D. & E. C. R. for its locomo-
tive stock, lined out with grey bands edged with
chrome outside and vermilion inside. The engine
number plates on the bunker sides are of brass
with raised bright numbers on a red ground,
while the Company's initials are on the tank
panels in gilt letters shaded with blue. The first
eight engines originally did not carry plates, but
had the numbers painted on. The coupling rods
are painted vermilion, and the motion plates, etc.,
light blue.
The L. D. & E, C. Ry. has at different times-
possessed no fewer than six locomotive superin-
tendents, their chronological order being as
follows C. T. Broxup, T. B. Grierson, W. Green-
:
halgh, J. Connor, J. W. Dow and R. Thoms.
The coaching stock consists principally or
six- wheeled carriages 36-ft. long, painted bright
red with yellow lining and gilt lettering. The
wagons are chocolate colour with white lettering.
The trains running between Sheffield and
Mansfield via the Shefiield District Ry. and
Langwith Junction (making connection there
with the Chesterfield and Lincoln trains) are
made up of L. D. & E. C. carriages worked by
Midland Co.'s engines. It may be mentioned
that the G. E. R. work their own coal trains over
the L. D. &c E. C, as also the G, N. R. fi-om th&
Dukeries Junction.
 December isth, 1906. The Locomotive Magazine, 207

Length over buffers. S6'//"-

weight, loaded: is./f-.s. /a.«.0. S.lf-.O. IB. 17. 1. I3.9.0.
TbUl tveight: Engine S^. 6.3. Tender : 36. S.O.

DiAGKAM OF Eight-coupled Goods Locomotive No 20, Great Easterk Rv.

EIGHT-COUPLED GOODS LOCO., hauler. The engine as now illustrated' has, as

GREAT EASTERN RY.
We are indebted to Mr. James Holden, the
locomotive, carriage and wagon superintendent
of the above railway, for the accompanying par-
ticulars of a new type of goods locomotive
can be seen, eight coupled wheels occupying a
long wheelbase, which is mitigated by fitting
leading and trailing axleboxes of the radial type.
There are two cylinders, placed outside the
frames, actuated by ordinary Stephenson link-
motion the connecting rods are 8-ft. af-in. long
;

recently built at Stratford. It bears the running between centres, and the eccentrics have a throw
No, 20, and is to some extent a rebuild of the of 5f-in. The of large dimensions,
boiler is
famous " Decapod " tank engine, which was with a barrel long and of 4-ft. 9-in.
12-ft. iif-in.
withdrawn from service for reasons connected maximum diameter, measured outside the first
with the permanent way department after amply ring ; the firebox is of the Belpaire type, 8-ft.
vindicating its ability and power as a traffic- long by 3-ft. gj-in. wide. The frames are 34-ft.

Photo by EiGHT-cdui'Li D Goods Locomotive No. 20, Great Eastern Ky. Loco. Pub. Co. Ltd.

208 The Locomotive Magazine.
4-in. long and i^-in. thick, and are
3-ft. io|-in. apart. The engine weighs 50 tons
4 cwt. I qr. empty, and 54 tons 6 cwt.3 qrs. in
working order, and the tender weighs 17 tons
n cwt. 3 qrs. empty and 28 tons 5 cwt. full.
Other dimensions will be found on the diagram
reproduced from particulars furnished by Mr.
Holden. The engine is provided with the steam
brake.
STEAM RAIL MOTOR COACH,
BAVARIAN STATE RYS.
The motor coach shown in the accompanying
illustration presents some rather exceptional
features, not fully apparent from the outside. It
has two cylinders, each 8-in. in diameter, but each
cylinder has two pistons, with separate lengths
ot stroke of io}-in., and the four pistons are
connected to crank pins on the four wheels of
the steam bogie, set on all quarters so as to
Steasi Rail
obtain the maximum power. In order to main-
tain these relative positions, the two pairs of
wheels are coupled by means of side rods on
return cranks outside the connecting rod crank
pins. The engine is therefore practically a four-
cylinder four-wheels coupled locomotive of con-
siderable power. It may be mentioned that the
idea of two pistons moving simultaneously
towards different ends of the same cylinder is
not altogether new, since an engine designed by
Mr. J. G. Bodmer, of Manchester, was built for
the London, Brighton & South Coast Ry. in
1845, which for some time worked with cylinders
arranged on that principle.
The engine bogie of the motor coach under
notice was supplied by the well-known firm of
J. A. Maffei, of Munich, and has the following
leading particulars diameter of coupled wheels
:
3-ft. 3-in. wheelbase 9-ft. o|-in.
; working ; engines described in our article and built by the
pressure of boiler, which is of the locomotive
;
December 15th, 1906.
placed type and supplied with a superheater, 235 lb.
per sq. in. heating surface: firebox 37*3 sq. ft.,
;
tubes 405'6 sq. ft., total 442-9 sq. ft.; super-
heater surface 74-8 sq. ft. grate area 9-3 sq. ft.
;
bunker capacity about h ton weight empty
;
16 tons, and in working order 18 tons.
The car body, which was the joint product ot
the Vereinigten Maschinenfabrik, Augsburg, and
the Maschinenbaugesellschaft, Niirnberg, is
carried on a four-wheeled bogie having wheels
3-ft. 3-in. in diameter on awheelbaseof 8-ft. 2-in.
The total wheelbase of the coach is 51 -ft. 6-in.,
and the total length is 78-ft. 7-in., with an
extreme width of 9-ft, 6-in. and a height of
14-ft. 9-in. It has a seating capacity for 55
passengers, and weighs in working order 50
tons The minimum radius of curves on the
line it is built to work is 6oo-ft., and it is
restricted to a maximum speed of 47 miles per
hour. We understand that it has been found to
work with efficiency and economy.
Motor Coach, Bavarian State Rys.
NEW LOCOMOTIVES, ISLE OF
MAN RAILWAY.
In our issue of December, 1903, pp. 201 and
202, we published an account of the Isle of Man
Railway and its rolling stock. At that time the
locomotive stock comprised nine four-coupled
tank locomotives, all built by Messrs. Beyer,
Peacock & Co., Ltd. Since then the amalgama-
tion of the Manx Northern line, from St. John's
to Ramsey and to Foxdale, and the taking over
of its rolling stock has added four engines.
These are of no less than three classes, No. 1
"Ramsey" and No. 2 "Northern" being four-
coupled outside cylinder tank engines with a
leading pair of wheels, built by Messrs. Sharp,
Stewart & Co. at Manchester in 1879 No. 3 ;
" Thornhill," identical with the Isle of Man Ry.
same firm, Messrs. Beyer, Peacock & Co. and ;
 December isth, 1906. The Locomotive Magazine.

Proposed Foue-cylinuer Compounu Fueiuht Locomotive, Erie ER.

No. 4 " Caledonia," built by Messrs. Diibs & Co., MALLET COMPOUND LOCOMOTIVE,
of Glasgow, similar in general appearance to ERIE RAILROAD.
Nos. I and 2, but with all six wheels coupled.
Aservice of express trains in addition to the In the accompanying diagram is shown the
special boat trains from Douglas to Ramsey, general design of three immense compound
2b\ miles, to compete with the electric line along freight locomotives, on the Mallet system, an
the east coast, has been in operation during the order for which has been placed, we understand,
summer season for the past year or two, and to with the American Locomotive Co. In weight
work the increased mileage two additional loco- and dimensions these engines easily hold the
motives of increased dimensions have been record, exceeding the previous Mallet compound
recently constructed by Messrs. Beyer, Peacock built by the same firm for the Baltimore and
& Co. Ltd. They are numbered and named Ohio, which was illustrated in our issue of
October, 1904, and even the
larger Baldwin engine sup-
plied to the Great Northern
(U.S.). The three engines
here illustrated will have
four cylinders 25-in. and
3g-in. in diameter, with a
stroke of 28-in., and 4-ft.
3-in. driving wheels occupy-
ing a total wheelbase of
59-ft. 2 -in. The boiler will
have 6,108 sq. ft. of heating
surface and 100 sq. ft. of
grate area, and will carry a
working pressure of 215 lb.
per sq. in. It will have a
barrel 7-ft. in diameter con-
taining 468 tubes 21 -ft. long
FovR-covi'LEii Radial Tank Locomotivi. No. 11 "Maitland," Isi,e of Man Rv and 2 j-in. in diameter. The
estimated weight of each
respectively, lo " G. H. Wood " and 1 " Mait- 1 engine in working order will be 183 tons,
land.'" These engines have boilers 3-ft. 3-in. in exclusive of the tender, which, with 8,500 gallons
diameter and 7-ft. 8^-in. long, as compared with of water and 16 tons of coal, will weigh a
3-ft. diameter on the older engines, and work at further 72 tons, or 255 tons in all. The total
1 60 lb. pressure wheelbase leading to driving
; : wheelbase of engine and tender will be 72-ft. 2-in.
8-ft.,driving to trailing 6-ft. 6-in. length of fire-
;

box 5-ft., 121 tubes of I §-in. diameter heating ;

surface firebox 51-4 sq. ft., tubes 409 sq. ft.,
: us that they have been awarded a gold medal at
total 461 sq. ft., as against 391 '98 sq. ft. capacity
of tanks 480 gallons and of bunker about \ ton
weight in working order 20 tons 10 cwt. 2 qrs.
Other dimensions are as in our previous article.
We' are indebted to the builders, Messrs.
Beyer, Peacock & Co., Ltd., for the photo.
Messrs. J. E. Hopkinson & Co., Ltd., inform
;
the Milan Exposition for their exhibition of india-
; rubber fittings for continuous brakes for railways
and tramways, and a silver medal for railway
buffers and springs. The firm also received the
award of the Grand Prix, in addition to a gold
medal for their patent solid tyres for motors.
 2IO The Locomotive Magazine, December isth, 1906

Phult, by Train with Ele;tric Locomotivk attached at Ukigui; Staiion Juka-Simpi.on Ry. Luco. Pub. Co. Ltd.

THE SIMPLON ROUTE.
The engineering event of the year 1906 has
doubtless been the opening of the Simplon
Tunnel, providing a sixth Trans-Alpine route.
The first railway constructed over the Alps was
the Semmering, in 1848-53, between Austria and
Styria, on the through route between Vienna and
Venice. The Semmering tunnel is under a mile
in length, but severe grades were necessary to
enable such a short one to be possible. Next in
order came the Mont Cenis in 1861-70, about 7I
miles long, and following this the Arlberg, be-
tween Switzerland and the Tyrol, in 1884, about
6^ miles long. The Brenner route was opened in
1867, but has no very long tunnel on it. great A
undertaking was completed in 1882 by the
opening of the St. Gothard, miles long, which
took ten years to construct. Although not sur-
passing the last-named as an engineering feat,
the Simplon exceeds its rival in length by nearly
3 miles.

photo by Train with Steam Locomotive attached at Beigue Station, Jura-Simplon Ey. Loco- Pub. Co. Ltd.
December isth, 1906. The Locomotive Magazine* 211
 212 The Locomotive Magazine.
The diligence road over the Simplon was con-
structed by order of Napoleon in 1805, and a
beautiful triumphal arch in Milan commemorates
the opening. This year's exhibition at Milan
celebrated the completion of the tunnel and rail-
way, and it included many exhibits intended
primarily to recognise the event. Among the
most notable was a full-size model of the portals
of the tunnels, leading to galleries representing
the actual workings. At present only one tunnel
is complete, but the second exists as a ventilating
passage, and will be proceeded with later.
The entrance at Brigue is 2,250-ft. above sea
level, and that at Iselle 2,073-ft. The summit of
the tunnel is almost exactly under the frontier
line, and is 2,312-ft. above sea level, with about
7,ooo-ft. of solid mountain overhead. The
gradient from the Swiss end is i in 500, and, that
from the Italian in 143. There is a short level
i trains travelling in the reverse direction with its
stretch near the middle. The extreme width of
the completed tunnel is i6-ft., and the height
17-ft. 3,500 workmen were employed in its
'
Prairie " Type Locomotive No. 2378,
construction, and the estimate tor cost
;{;2, 7 80,000.
The task work was
of boring this gigantic
carried out by Messrs. Brandt, Brandau & Co.,
the contract being signed in August, 1898. In
the following November operations were started,
wlien a daily progress of 9-86 metres was anti-
cipated, but the actual average worked out at
less than this. Early in 1901 operations had to
be temporarily suspended owing to a serious
incursion of water, which sometimes necessitated
the pumping to waste of as much as 15,000
gallons per minute.
By the courtesy of Messrs. Brown, Boveri and
Co., of Baden, who have charge of the electrical
department in connection with the working of
December 15th, 1906.
the tunnel, we were recently given facilities for
viewing the power plant and tunnel works at
Brigue. Water turbines actuated by the copious
natural flow of a mountain torrent drive dynamos
which supply sufficient horse-power for all present
requirements, with capacity for increased power
when needed. Nearly all the trains passing
through the tunnel will be worked by electric
locomotives of the type described and illustrated
in our issue of March last, which are attached
and detached at Brigue and Iselle, the two
stations immediately outside the tunnel entrances,
but at present some of the passenger traffic, and
most of the goods trains, are hauled by steam
locomotives. The best time is made in running
south, electric-hauled trains occupying about
18 minutes in running from Brigue to Iselle,
while the longest time is taken by steam-hauled
long steep grade, the journey from the Italian to
the Swiss entrances occupying from 25 to 28
minutes by this means.
Northern Pacific Ry.
was "PRAIRIE" TYPE LOCOMOTIVE,
NORTHERN PACIFIC RY.
The engine here illustrated is interesting on
several different counts. It is the first 2-6-2
locomotive built for the above-mentioned rail-
way, it is equipped with Walschaerts valve gear,
and it is one of 70 new engines building for the
N. P. R. which are provided with combustion
—
chambers a new departure that is expected to
produce noteworthy results. There are 20 of
these Prairie locomotives in course of construc-
tion by the American Locomotive Co., and they
have the following leading dimensions cylin- :
ders, actuated by Walschaerts gear and piston
valves, 2i-in. in diameter by 28-in. stroke;
 December isth, 1906. The Locomotive Magazine* 213

diameter of wheels : leading 2-ft. 9^-in., coupled SIX-COUPLED RADIAL TANK LOCO.,
wheelbase lead-
5-ft. 3-in., trailing 3-ft. g-in.
ing truck to leading coupled 8-ft. g-in., coupled
; :

NEATH & BRECON RY.

wheels 11 -ft., trailing coupled to trailing truck
g-ft. 2-in., total 28-ft. ii-in. boiler: diameter ; By the courtesy of the builders, Messrs.
outside first ring 6-ft. o|^-in., height of centre Robert Stephenson & Co., Ltd., of Darlington,
above working pressure 200 lb.
rails g-ft. 8-in., we are able to illustrate herewith a new tank
per sq. containing 306 tubes 13-ft. 3-in. long
in. ; 1 locomotive recently supplied to the above railway
by 2-in. diameter the firebox measures 8-ft.
; for mineral traffic. It is fitted with ordinary
long inside by 5-ft. sj-in. wide at bottom, and it Stephenson link motion, with rocking shafts,
is of the sloping back type illustrated on p. 24 which actuate valves of the circular balanced
of this volume (but not of the Belpaire pattern). type, placed above the cylinders. vacuum A
The brick arch is supported on sloping water brake ejector is used in combination with a
tubes of 4-in. diameter. A
combustion chamber steam brake cylinder. This engine has the
4-fit. I -in. in diameter inside projects forward following leading dimensions: cylinders iS^-in.
2-ft. 8-in. into the barrel of the boiler, which is in diameter by 26-in. stroke diameter of wheels: ;

of the extended wagon-top pattern. The heating six-coupled, 4-ft. 6-in., trailing radial 3-ft. 6-in. ;

surface is as follows firebox with combustion

: wheelbase: coupled wheels 15-ft. 3-in., total

Six-coui'LEu Eaiiial Tank Locomotive Xo. 11, Nkath & Bhecon Et.

chamber 226 sq. ft., arch tubes

g sq. ft., tubes 2i-ft. g-in. working pressure of boiler 165 lb.
;

2,105 sq. ft., total 2,340 sq. ft.; and the grate per sq. in. heating surface: firebox 122 sq.ft.,
;

area is 43-5 sq. ft. These engines weigh an tubes i,i56"5 sq. ft., total 1,278-5 sq.ft.; grate
average of about 90 tons, of which about 67 tons area 21-5 sq. ft. capacity of tanks 1,600 gallons,
;

rest on the coupled wheels, and they are provided and of bunker 3 tons weight of engine, empty,
;

with tenders carrying 7,000 U.S. gallons of
water and 12 tons of coal.
There are also 20 Pacific (4-6-2) and 30 Mikado
(2-8-2 jlocomotives building for the N.P.R.
provided with combustion chambers.
The Cyclops Steel and Iron Works,
Sheffield, inform us that they have opened a
branch office in their own name, at 28A and 2g,
Collingwood Buildings, Newcastle- on -Tyne,
under the control of Mr. J. Johnson, who
represented Messrs. Cammell, Laird & Co.,
Ltd., as their agent in the Tyne, Wear and J'ees
districts.
50 tons I cwt., and in working order 61 tons
14 cwt.
Messrs. Andrew Barclay, Sons & Co.,
Ltd., have recently booked an order for a four-
coupled passenger tank locomotive with a leading
pony truck, fitted with vacuum and steam brakes
and to Board of Trade regulations, for the 3-ft.
6-in. gauge of the Jersey Railway & Tramways,
Ltd. They also have in hand a six-coupled
saddle tank shunting engine for the Frodingham
Iron and Steel Co., Doncaster. Orders for
Wilson patent exhaust gas boilers, for taking
the exhaust heat from gas engines, are also in
hand.

214 The Locomotive Magazine*
TROLLEY FOR BUFFER BEAMS:.
To render the removal of a buffer beam a
somewhat less laborious task than is usually the
case in locomotive sheds, where no means of over-
head are available, the trolley as shown
lifting'
herewith is very useful, inasmuch as the beam
can be removed with the buffers still in position.
The trolley consists of a framework of light
angle irons, braced diagonally by means of bars.
Into the top framework four brackets are rivetted,
these forming the guides for the adjusting screws,
two with a jaw end to take the buffer beam, and
T
TROLLF.V FOK BlFFEK BEAMS.
two with semi-circular ends to embrace the
buffer. Four small carrying wheels with flanges
are provided for running on the ordinary rails.
The trolley is run under the beam to be
removed, and the screws are adjusted by means
of the nuts until the weight is just taken. The
tendency will be for the beam to fall forward, but
with the screw ends encircling the buffer casings
the weight is evenly distributed.
The wheel in the centre is fixed to a crossbar
on the bottom, and facilitates the removal of the
trolley to various places where it may be required,
as by the addition of two handles on each side
(not shown in sketch) the whole contrivance can
be lifted bodily off the rails and wheeled along
the shed floor similarly to a wheelbarrow.
:
December isth, igo6.
REVIEWS
" The Theta-Phi Diagram Practically Applied to-
Steam, Gas, Oir, and Air Engines." By Henry
A. Golding, A.M.I..M.E. 2nd edition, '3/- net.
Manchcsler : The Technical Publishing Co., Ltd.
To render possible an easy interpretation of the
application of entropy charts for heat motors is a problem
presenting many difficulties, while the growing use ot
this method of representing graphically tiie thermal
changes of the motive fluid of gas, steam, oil and air
engines, and its undoubted utility, have emphasised the
demand for an elementary work, and one not too deeply
mathematical in its investigations. Mr. Golding treats
the subject in a complete and comprehensive, yet simple
manner, and in the second edition has brought the
matter as nearly up to date as is praciirable. The book
will be a most useful guide to those studying the subject.
"The 'Practical Engineier' Electrical Pockej-
Book FOR 1907. ; Technical Publishing
Co., Ltd.
The new issue of this useful handbook contains in a
convenient form most of the principal facts and formula.-
relative to electrical engineering, and has been carefully
revised to date. Numerous illustrations help to explain
the te.xt, and a number of useful tables, together with a
diary, are appended, the contents covering some 500 pp.
in all. The book is well printed, and is of a handy
form for the pocket. Our readers who are interested
in electric traction will find much useful information.
^Iessrs. Robert Stephenson & Co., Ltd., have
forwarded us an attractively printed pamphlet entitled
Notes and Illustrations of Recent Work, No. i," which
we trust promises to be the first of a series of publica-
tions giving examples of locomotive construction pro-
duced by this old-established firm. Hitherto, the issue
of descriptive catalogues has been too exclusively a
speciality of American and Continental locomotive
and we are glad to see that this veteran firm,
builders,
though 85 years old, is disposed to keep abreast of
foreign competition. The particulars of 2 representa-
1
tive modern locomotives built at Darlington are given
in English, French, German and Spanish.
FIRST CLASS CARRIAGE, BELGIAN
STATE RYS.
The accompanying photo-reproduction, for
which we have to thank the builders, shows a
modern railway carriage recently built b)'^ the
firm of Battme & Marpent (Societe Anonyme), of
Haine St. Pierre, Belgium, and exhibited at the
Milan Exposition this year. The main and
bogie frames are of steel, of the standard type
adopted on the Belgian State system. The
carriage has the following principal dimensions
total length of body 59-ft., width 9-ft. 8^-in.,
extreme height above rails ii-ft. ii|-in. It is
divided into seven compartments, each arranged
for six passengers, and a lavatory compartment,,
with a corridor running throughout its length.
 December isth, 1906. The Locomotive Magazine,
First Class Vestibui
iloors in the vestibule ateach end, and through
communication with adjoining carriages. The
<loors of the compartments opening into the
corridor are on the sliding system, so as not to
obstruct the passage way, which is 2-ft. 6-in.
wide. The various fittings provided in this up-
to-date stock include the Chevalier system of
balanced windows, torpedo ventilators. Stone's
system of electric lighting, steam heat apparatus,
and the Westinghouse passenger signalling
device. The carriage is fitted with the West-
inghouse brake, to which is applied the Chaumont
regulating apparatus with an indicating arm.
40-TON S BOGIE COAL WAGON.
The bogie mineral wagon here illustrated was
builtby the firm of Baume & Marpent (Societe
Anonyme). It is carried on two diamond-frame
215
i n t'oRKinoit Cakbiaok, Belgian State Ets.
bogies having wheels 3-ft. 3|-in. in diameter, on
wheelbase of 6-ft. 2f-in., the centres of the
bogies being 21 -ft. 9 J. in. apart. They are pro-
vided with oil axleboxes, and are hung on spiral
springs, eight to each bogie. The main frames
are composed of two principal members, strongly
braced, which support the wagon body. This
has a flooring and the two lower rows of planks
at the sides, of oak, the upper portion being ot
fir ;it has the following dimensions
: length
inside 37-ft. 6-in., breadth 8-ft. loi-in., height
4-ft. 1 1 -in. There are two double doors at each
side. To strengthen the structure, a U-shaped
top-rail runs all round the body, even over the
door openings, and in addition the ends and
sides are stiffened diagonally by horizontal stays.
The wagon is fitted with the Janney central
coupler and a screw brake actuating four blocks
on each bogie.

2l6 The Locomotive Magazine,
goppespondenge.
Letters containing practical queries for this column are invited^ and will he dealt with in rotation.
of the sender should be enclosed, not necessarily for publication, but as a guarantee of good faith.
iVIoRE Railway Reminiscences.
To the Editor of" The Locomotive Magazine.
—
Dear Sir, Perhaps the following paragraph from
"Ritchie on Railways," 1846, page 408, may be inter-
esting to those who remember
early days on the
N. & C. R. " :
— A train
going west on Saturday evening
last, November zg, 1845, after dark, on the Newcastle
and Carlisle Ry., encountered something lying across
the rails between Haydon Bridge and Haltwhistle, which
turned out to be a cow, which was instantly killed. It
seems that the animal had juinped out of a truck from a
train going east, and had broken its thigh. The engine
— the Rapid
' '
—
was thrown across the rails, and the
driver into a hedge, but he escaped unhurt, and no
damage was done otherwise."
If this was the original " Rapid" of 1835, built by
Stephenson, it is not much wonder that it got off the
road, for Whishaw states that it weighed, full, only 8
tons 4 cwt. If so, it must have been a four-wheeler,
though described as six-coupled. The paragraph is
also interesting on account of the use of the terms
" going east " and"" going west," as was the custom on
the N. & C. R. throughout the whole of its independent
existence. The much more concise terms " up " and
" down " come from stage-coaching days.
The system of having " search engines " at various
points, alluded to in your September article on the
above subject in regard to the " Rapid," lasted many
years. So late as 848 Mr. Francis Trevithick stated
1
that there was " generally one every 30 miles " on the
L. & N. W. R. at that time.— Yours faithfully,
Chelsea, Oct. 28. W. B. Paley.
The Locomotives of the G. E. R.
To the Editor of"' The Locomotive Magazine.'''
—
Dear Sir, Allow me to congratulate you on the
accurate drawings of Gooch's engines, illustrating the
history of the locomotives of the G. E. R. in recent
numbers of your magazine.
I will refer now to Fig. 95, a side elevation of the
No. 274 class of engine shown in your October number.
It is stated in the letterpress that the diameter of the
This appeals to me as the
blast pipe was s-in.
inventor of the enlarging variable blast pipe, and
although the drivers of those engines who worked by
contract ran with an outlet as large as possible in order
to draw big balances, the clear area of that would have
been too great in all circumstances but for the fact that
it was lessened through there being inside the outlet a
spindle valve, worked from the footplate, which regulated
and diverted a portion of the exhaust steam through a
branch pipe to the feed water heater with which those
excellent engines were fitted.
I am glad to be able to clear up the apparent 'diversity
conveyed in the letters of Messrs. C. Rous-Marten and
H. T. B. in the numbers of May and July last ?-e the
—— —
December 15th, 1906.
7 he naitu and address
additional safety valve, etc., which were put on Gooch's
engines by ]\Ir. Robert Sinclair.
In February, 1859, two years and a half after the
retirement of Mr. J. V. Gooch, trials were carried out
in the running of No. 279 engine to discover how the
driver earned bigger balances than those of the other
engines of that class. It was found that it was due to
the fact that he. Alec Keir, was an all-round good man
and made far more use of the water-heating arrangement
than the others.
It was observed by the individual conducting the
trials that the spring balance end of the lever of the
safety valve on the firebox was placed so invitingly that
the drivers frequently rested one of their hands on it,
and at other times even the tea or tallow can, etc., and
that added more than was considered advisable to the
bio wing-off pressure, especially if the hand were a brawny
one, or the can well filled.
It was therefore arranged to place an additional safety
valve and column on the barrel of the boiler, and after
an interval of several months as the loads of the engines
became heavier, it was found that water was lifted into
the perforated portion of the horizontal steam pipe
inside the boiler, and it was decided to place a short
vertical pipe upon it, which necessitated a small dome,
etc., on the firebox. Both letters are in a measure
correct. —Yours faithfully, G. IMacallan,
"Argyll," Stansted, Essex. Retired IVorks Manager,
Nov. 2nd, 1906 G.E.R., .Stratford, E.
—
Railway Postcards. We have received from the
Midland and Caledonian Railways some new series of
picture post cards illustrative of their rolling stock and
scenes encountered on their respective systems, which
will be detailed more particularly in our next issue.
The locomotive MAGAZINE.
No. 172. Dec. 15th, 1906.
PUBLISHED BY THE
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